Part 1. Metallurgy, Wheel/Rail Profile Design and Maintenance. by Bob Tuzik, January 2014 Ask a group of railroaders, researchers or suppliers what the essential aspects of understanding wheel/rail interaction have been over the past 20 years, and you’ll get a host of answers. But among them, major categories consistently emerge: …
By Robert Madderom Technology has changed the ways in which railroads plan most of their maintenance programs over the past 30 years. But one aspect of maintenance planning has remained static. Railways still select ties for replacement and plan a significant portion of their maintenance budgets based on visual inspections by …
By James R. Hornaday, Jr. See Part 1 of this article. Contrary to many railroaders’ and rail mills’ opinions, there are no innocuous inclusions in rail. Any simple oxide particle, any complex oxide particle, any sulfide particle, or any complex oxide-sulfide particle in a rail will initiate a crack in …
By Jude Igwemezie, Ph.D., P.Eng. Over the years, rail grinding has become more the norm than the exception as the rail industry has recognized that damaged materials on the rail and wheel contact surfaces must be addressed before they become a bigger problem. The art of rail grinding has also progressed …
by Bob Tuzik, January, 2008 The wheel/rail interface must be managed in order to increase the life of rail and rolling stock components and to reduce in-service failures. This was one of the primary messages delivered at the Association of American Railroads/Transportation Technology Center, Inc.’s 14th Annual Research Review. The research …
By Arthur Clouse Part 1 of this article examined the mechanisms that cause rail seat abrasion on concrete ties. Part 2 looks at existing standards for concrete ties and the systems that can be used to measure their performance. The Federal Track Safety Standards prescribe minimum track geometry and track structure requirements for specific track …
by Bob Tuzik, January, 2009 Rail seat abrasion on concrete ties has plagued railroads for nearly two decades, now. Abrasion ranging from less than 0.02 inches to more than 1 inch began appearing on curves on several of the major North American user railways in the early 1990s. The problem, which …
By Jeff Tuzik • October, 2008 Part 1 of this article examined efforts to optimize vehicle and track component performance through various testing, monitoring and simulation programs. Part 2 continues on the theme of “data to information,” further exploring such programs and the operational benefits they engender. Maintaining a Safe Neutral Temperature (SFT) on …
By Arthur Clouse • October, 2008 In response to accidents, unregulated causal factors and the National Transportation Safety Board’s recommendation (NTSB R-06-19), the Federal Railroad Administration (FRA) Office of Safety together with the Office of Research and Development initiated a study to identify and evaluate the safety of concrete crossties. …
By Matthew Dick, Gary Wolf and Jack Chislett • October, 2008 Reducing fuel costs and consumption are at the top of every railroad’s agenda. The drive to reduce fuel-related costs has launched an array of proposed techniques, modifications and new practices. Rail Sciences, Inc., simulated a number of potential fuel-saving options …