Pub Date : 1996-04-30DOI: 10.1109/RRCON.1996.507966
D. Haluza
Rail transportation systems are particularly prone to lightning and electrical damage. The many interconnected wayside systems are environmentally exposed and geographically distributed. Physical separation and the necessary interconnecting cables make the various signal, communications and power systems prime targets for damage from ground potential differences. The MTA Long Island Rail Road (LIRR) provides an excellent case study for this subject. As the largest commuter railroad in the US, the LIRR has a very high density of electrical and electronic equipment located along its right-of-way. Although the incidence of lightning on Long Island is relatively moderate, earth ground disturbances are of a much higher magnitude, due to extremely poor soil conductivity. To address these issues, the LIRR Engineering Department formed a multi-disciplinary task force. Their investigations revealed that equipment damage had been incorrectly attributed to either lightning or DC traction power faults. Investigations showed the main cause was actually AC transmission and distribution line power faults, due to a lack of inductive coordination. This paper provides some background information on lightning, power faults, and ground potential differences, and summarizes the Railroad's experience since it began seriously addressing these problems seven years ago.
{"title":"Lightning, ground potential rise, and electrical damage; protecting wayside equipment on the MTA Long Island Rail Road","authors":"D. Haluza","doi":"10.1109/RRCON.1996.507966","DOIUrl":"https://doi.org/10.1109/RRCON.1996.507966","url":null,"abstract":"Rail transportation systems are particularly prone to lightning and electrical damage. The many interconnected wayside systems are environmentally exposed and geographically distributed. Physical separation and the necessary interconnecting cables make the various signal, communications and power systems prime targets for damage from ground potential differences. The MTA Long Island Rail Road (LIRR) provides an excellent case study for this subject. As the largest commuter railroad in the US, the LIRR has a very high density of electrical and electronic equipment located along its right-of-way. Although the incidence of lightning on Long Island is relatively moderate, earth ground disturbances are of a much higher magnitude, due to extremely poor soil conductivity. To address these issues, the LIRR Engineering Department formed a multi-disciplinary task force. Their investigations revealed that equipment damage had been incorrectly attributed to either lightning or DC traction power faults. Investigations showed the main cause was actually AC transmission and distribution line power faults, due to a lack of inductive coordination. This paper provides some background information on lightning, power faults, and ground potential differences, and summarizes the Railroad's experience since it began seriously addressing these problems seven years ago.","PeriodicalId":293519,"journal":{"name":"Proceedings of the 1996 ASME/IEEE Joint Railroad Conference","volume":"66 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1996-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126051672","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1996-04-30DOI: 10.1109/RRCON.1996.507976
D. R. Andersen, S. Singh, L. E. Miller, B. Johnstone
A simulation study was conducted using the AAR's Train Operation and Energy Simulator (TOES) to evaluate the impact and in-train performance of Miner Enterprises' new cushioning unit design. First, impact simulations were run to establish that the TOES model of the cushioning unit design was reasonable. This was done by comparing the model predictions with measured test data for various impact speeds. Then the model was incorporated for in-train simulations. For in-train simulations, a train consists was run on a revenue service route for the M-921D unit and the Miner unit. For data analysis, car body acceleration, coupler force, unit displacement, and car-to-car velocity were monitored on selected cars in all simulations. These data were filtered and then collected in histogram and burst modes. The Miner unit showed a reduction in acceleration amplitude in buff (negative accelerations) for the unit train.
{"title":"Technical performance and ride quality simulations of a prototype cushioning device for revenue service","authors":"D. R. Andersen, S. Singh, L. E. Miller, B. Johnstone","doi":"10.1109/RRCON.1996.507976","DOIUrl":"https://doi.org/10.1109/RRCON.1996.507976","url":null,"abstract":"A simulation study was conducted using the AAR's Train Operation and Energy Simulator (TOES) to evaluate the impact and in-train performance of Miner Enterprises' new cushioning unit design. First, impact simulations were run to establish that the TOES model of the cushioning unit design was reasonable. This was done by comparing the model predictions with measured test data for various impact speeds. Then the model was incorporated for in-train simulations. For in-train simulations, a train consists was run on a revenue service route for the M-921D unit and the Miner unit. For data analysis, car body acceleration, coupler force, unit displacement, and car-to-car velocity were monitored on selected cars in all simulations. These data were filtered and then collected in histogram and burst modes. The Miner unit showed a reduction in acceleration amplitude in buff (negative accelerations) for the unit train.","PeriodicalId":293519,"journal":{"name":"Proceedings of the 1996 ASME/IEEE Joint Railroad Conference","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1996-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123561669","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1996-04-30DOI: 10.1109/RRCON.1996.507963
D. Brekke
The subject of determining the proper profile to use with either the wheel or rail has long been a discussion of controversy. Practices have evolved and become common in monitoring the rail profile and keeping in conformance with researched profiles that offer maximum rail life. However, with the wheel, preventative measures to maintain the accepted profile have not been widely adopted. Railroad companies and Loram Maintenance of Way have joined forces to develop an "Automatic Wheel Inspection System" (AWIS). This paper demonstrates the benefits of monitoring as well as profiling wheels in order to extend their useful life.
{"title":"Wheel/rail profile studies","authors":"D. Brekke","doi":"10.1109/RRCON.1996.507963","DOIUrl":"https://doi.org/10.1109/RRCON.1996.507963","url":null,"abstract":"The subject of determining the proper profile to use with either the wheel or rail has long been a discussion of controversy. Practices have evolved and become common in monitoring the rail profile and keeping in conformance with researched profiles that offer maximum rail life. However, with the wheel, preventative measures to maintain the accepted profile have not been widely adopted. Railroad companies and Loram Maintenance of Way have joined forces to develop an \"Automatic Wheel Inspection System\" (AWIS). This paper demonstrates the benefits of monitoring as well as profiling wheels in order to extend their useful life.","PeriodicalId":293519,"journal":{"name":"Proceedings of the 1996 ASME/IEEE Joint Railroad Conference","volume":"325 2","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1996-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120908561","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1996-04-30DOI: 10.1109/RRCON.1996.507984
S. Kumar, M. F. Alzoubi, N.A. Allsayyed
A systematic large experimental test program of wheel/rail adhesion and wear was undertaken using the IIT wheel rail simulation facility of approximately 1/4 scale. This study was inspired due to the need of higher adhesion locomotives which are being designed and built at present. It was resolved, therefore, to determine the effects of axle load, adhesion coefficient, angle of attack (degree of curve), class of wheels (B and C), and mode of operation (braking and traction). All experiments were conducted using Hertzian simulation and DC traction. The experiments were conducted for clean/dry wheel and rail condition, ideal stiff track, constant rail speed, simulation of new 132 RE rail, and wheel creep corresponding to stable adhesion values. A total of twenty six tests were conducted. The range of loads corresponded from empty car to a locomotive. Adhesion coefficients from 0% to 50% were tested and angles of attack corresponding from tangent track to a 10 degree curve were used. Wear was measured by overlaying profiles of the wheel/rail surface at different stages of wear and measuring the change in the area of cross section. It was found that the hierarchy of influencing parameters for wheel/rail wear in order of priority are: (1) rail curves or angle of attack; (2) adhesion coefficient; and (3) axle loads. The curves increase the wear dramatically. The wear under traction and braking modes were comparable to each other. The wear of class B and class C wheels is also reasonably comparable, however, the rail wear produced by class C wheel was higher than that produced by class B wheels.
{"title":"Wheel/rail adhesion wear investigation using a quarter scale laboratory testing facility","authors":"S. Kumar, M. F. Alzoubi, N.A. Allsayyed","doi":"10.1109/RRCON.1996.507984","DOIUrl":"https://doi.org/10.1109/RRCON.1996.507984","url":null,"abstract":"A systematic large experimental test program of wheel/rail adhesion and wear was undertaken using the IIT wheel rail simulation facility of approximately 1/4 scale. This study was inspired due to the need of higher adhesion locomotives which are being designed and built at present. It was resolved, therefore, to determine the effects of axle load, adhesion coefficient, angle of attack (degree of curve), class of wheels (B and C), and mode of operation (braking and traction). All experiments were conducted using Hertzian simulation and DC traction. The experiments were conducted for clean/dry wheel and rail condition, ideal stiff track, constant rail speed, simulation of new 132 RE rail, and wheel creep corresponding to stable adhesion values. A total of twenty six tests were conducted. The range of loads corresponded from empty car to a locomotive. Adhesion coefficients from 0% to 50% were tested and angles of attack corresponding from tangent track to a 10 degree curve were used. Wear was measured by overlaying profiles of the wheel/rail surface at different stages of wear and measuring the change in the area of cross section. It was found that the hierarchy of influencing parameters for wheel/rail wear in order of priority are: (1) rail curves or angle of attack; (2) adhesion coefficient; and (3) axle loads. The curves increase the wear dramatically. The wear under traction and braking modes were comparable to each other. The wear of class B and class C wheels is also reasonably comparable, however, the rail wear produced by class C wheel was higher than that produced by class B wheels.","PeriodicalId":293519,"journal":{"name":"Proceedings of the 1996 ASME/IEEE Joint Railroad Conference","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1996-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121269002","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1996-04-30DOI: 10.1109/RRCON.1996.507983
M. Frazier, D. R. Little
The safe operation of track signaling systems is being threatened by the increasingly complex electrical noise conducted by track systems. The wide range of signaling system types and functions, along with a diversity of electrical noise sources, further complicates the assurance of system compatibility. Of particular concern is the track-conducted EMI created by new developments in DC and AC traction systems and the influence of such interference on the safe operations of new microprocessor-based highway grade-crossing systems. Two factors are recognized as being important for assuring adequate compatibility margins for operating systems. First, the magnitude and other relevant characteristics of the interfering signal must be known by measurement or prediction for worst case system operating conditions. Second, the susceptibility threshold of the signaling system to the interference must be measured as the system performs its range of operating functions. The authors have developed a track simulator for laboratory interference susceptibility testing that provides considerable flexibility in the types of test signaling systems, the interference characteristics, and the track-system operating conditions. Detailed test procedures have been developed and evaluated for some equipments and interference conditions of interest. The paper illustrates the field and laboratory fixtures and test procedures that have been used to define operating track-signaling system interference-susceptibility thresholds and compatibility margins for specific systems of concern.
{"title":"Laboratory testing of track signaling system susceptibility to electrical interference","authors":"M. Frazier, D. R. Little","doi":"10.1109/RRCON.1996.507983","DOIUrl":"https://doi.org/10.1109/RRCON.1996.507983","url":null,"abstract":"The safe operation of track signaling systems is being threatened by the increasingly complex electrical noise conducted by track systems. The wide range of signaling system types and functions, along with a diversity of electrical noise sources, further complicates the assurance of system compatibility. Of particular concern is the track-conducted EMI created by new developments in DC and AC traction systems and the influence of such interference on the safe operations of new microprocessor-based highway grade-crossing systems. Two factors are recognized as being important for assuring adequate compatibility margins for operating systems. First, the magnitude and other relevant characteristics of the interfering signal must be known by measurement or prediction for worst case system operating conditions. Second, the susceptibility threshold of the signaling system to the interference must be measured as the system performs its range of operating functions. The authors have developed a track simulator for laboratory interference susceptibility testing that provides considerable flexibility in the types of test signaling systems, the interference characteristics, and the track-system operating conditions. Detailed test procedures have been developed and evaluated for some equipments and interference conditions of interest. The paper illustrates the field and laboratory fixtures and test procedures that have been used to define operating track-signaling system interference-susceptibility thresholds and compatibility margins for specific systems of concern.","PeriodicalId":293519,"journal":{"name":"Proceedings of the 1996 ASME/IEEE Joint Railroad Conference","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1996-04-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127891679","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1900-01-01DOI: 10.1109/RRCON.1996.507959
J. R. Pier, M. Preiser
The hazards of fire are well known in railroad operations, whether they be freight, passenger or transit. This paper deals with the problems of diesel electric and electric locomotives as well as the special case of turbine hydraulic power cars, discussing the hazards as they exist and the effectiveness of fire suppression approaches in the past. Measures which can be taken to minimize the risks, using technology developed for NASA and very successfully adapted to military operations, are described and specific railroad applications of the technology are discussed.
{"title":"Fast fire/heat detection and suppression for railroad vehicles","authors":"J. R. Pier, M. Preiser","doi":"10.1109/RRCON.1996.507959","DOIUrl":"https://doi.org/10.1109/RRCON.1996.507959","url":null,"abstract":"The hazards of fire are well known in railroad operations, whether they be freight, passenger or transit. This paper deals with the problems of diesel electric and electric locomotives as well as the special case of turbine hydraulic power cars, discussing the hazards as they exist and the effectiveness of fire suppression approaches in the past. Measures which can be taken to minimize the risks, using technology developed for NASA and very successfully adapted to military operations, are described and specific railroad applications of the technology are discussed.","PeriodicalId":293519,"journal":{"name":"Proceedings of the 1996 ASME/IEEE Joint Railroad Conference","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124452560","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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