by Bob Tuzik, January 1, 2005 Any problem affecting the New York City Transit is by default a big problem. The process of transporting more than four million passengers per day in 6,000 vehicles on more than 700 miles of elevated, underground at-grade mainline tracks, on a system that operates 24 hours …
By Gary Wolf • April 04, 2005 Side Bearings serve as support elements on the truck bolster and are located to the side of the centerplate. The function of the side bearing is to support the underside of the car body bolster in the event the car leans to one side …
By Gary Wolf • February 1, 2005 It’s said that “it takes two to tango,” but it takes three critical elements to induce harmonic rock and roll: Like many of the other legendary “rockers,” freight car rock and roll came to the forefront in the ‘70s. The introduction of high-center-of-gravity, 100-ton …
by Bob Tuzik, December 1, 2004 Investigations have shown that wheel-flange/gauge-face angle and the coefficient of friction (COF) play significant roles in contributing to or preventing flange-climb derailments. Investigations have also shown that Light Rail Vehicles with Independently Rotating Wheels (IRWs) have a greater propensity for flange-climb derailment than vehicles with conventional …
By Gary P. Wolf • January 1, 2005 Part 1 of “Effects of Wide Gauge on Derailment Potential” examined how wide gauge occurs, some of the symptoms and reasons why wide gauge is undesirable. Part 2 of this article explores how to correctly measure gauge and properly identify wide gauge …
By Gary P. Wolf • December 1, 2004 “Wide gauge” is one of the most often used FRA derailment codes. In 2003, 254 derailments were reported to have been caused by wide gauge (FRA code T110 or T111). This represents nearly 13% of all derailments reported to the FRA, and roughly …
by Bob Tuzik, December 1, 2004 As part of its effort to monitor dynamic vehicle/track interaction on the Northeast Corridor, Amtrak commissioned ENSCO, Inc., to develop a Wayside Train/Track Interaction Detection System. The goal was to measure and collect information on vehicle/track forces that would enable Amtrak to determine the causes of …
By Gary Wolf Part 1 of this article examined trailing-point derailments, facing-point derailments and thin flange wheels. Part 2 examines wheel climb and frog-related derailments. Crosslevel variances in turnout geometry represent a common cause of wheel-climb derailments. It’s not unusual to find bolted or insulated joints within 30 to 40 …
By Gary P. Wolf • November 1, 2004 Part 1 of Truck Warp: Causes and Cures covered the three primary causes of truck warp: Part 2 of this article explores these causes in more detail and, more importantly, what can be done to prevent trucks from warping. Lack of sufficient …
By Jeff Tuzik • July 2010 Wheel/rail interaction is complex, variable and difficult to manage — especially on rail transit systems where noise, vibration and ride quality present daily challenges. As a result, managing the wheel/rail interface requires constant attention and innovation. Speakers at Advanced Rail Management’s Rail Transit 2010 …