By Gary Wolf • March 10, 2005 With the approach of spring, a trackman’s thoughts turn to the potential for sun kinks. Some call them thermal misalignments, some call them track buckles, some call them sun kinks. But no matter what you call them, their effects can be characterized in …
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 February 1, 2005 There are two primary approaches to friction management on rail transit systems: onboard and wayside. The most effective method depends upon the demands of the system. A relatively small system with consistent degrees of curvature, for example, might lend itself to onboard application. A system with …
by Bob Tuzik, January 1, 2005 When NYCTA wanted a new fastener that was 35% “softer” than the softest DF fastener it had in use, a fastener that would not raise the track by more than 1-1/8 inches (30 mm), Dynamic Engineering designed the APT-BF system. The APT-BF fastener incorporates two elastic …
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 …