R ail Track and Structures

83 Pages·2014·10.23 MB·English

I
TRANSPORTATION RESEARCH RECORD 7
1 O
R ail Track and Structures
TFTB
TRANSPORTATION
RESEARCH BOARD
NATIONAL
RESEARCH COUNCIL
l
WASHINGTON D.C. 1936 I
Transportation Research Record 107 I Sponsorship of Transportation Research Record I 07 I
Price $11.20
Editor: Julia Withers GROUP 2-DESIGN AND CONSTRUCTION OF
Compositor: Lucinda Reeder TRANSPORTATION FACILITIES
layout: Marion L. Ross David S. Gedney, Harland Bartholomew & Associates, chairman
modes Soil Mechanics Section
2 public transit Raymond A. Forsyth, California Department of Transportation,
3
rail transportation chøirman
subject areas Committee on Engineering Fab¡ics
21 facilities design Verne C, McGuffey, New York StateDepartment of Transportation,
25 structures design and performance chairmnn
40 maintenance J, R. Bell, Robert G. Carroll, Jr., Steven M. Chrismer, Ierome A.
62 soil foundations Dímaggio, Graham Rudy Ford, S, S. Dave Guram, Curtis I. Hayeg
63 soil and rock mechanics Gary L. Hoffman, Robèrt D. Holtz, Thomas P. Hoover, Donald J,
Jønssen, fames H. Keil, Thomas C. Kinney, Robert M. Koerner,
Transportation Research Board publications are available by order- fim McKeøn, Gregory N. Richardson, Harry H. Uery, Jr,, Dennis
ing directly from TRB. They may also be obtained on a regular B. It)edding, David C. l4lyant
basis through oryantzational or individual affliliation with TRB; af-
filiates or library subscribers are eligible for substantial discounts. Railway Systems Section
For further information, write to the Transportation Research Robert E. Kleist, Association of American Raílroads, chaírman
Board, National Research Council, 2101 Constitution Avenue,
N.W., Washington, D.C. 20418. Committee on Railroad Track Structure System Desþn
Robert E. Kleist, Association of American Railroads, ehaírman
Printed in the United States of America Ben f, lohnson, RaîlroadfTransit Consultant, secretaty
Louis T. Cemy, William R. Hamilton, fohn B. Heagler, fr.,
Library of Congress Cataloging-in-Publication Data Thom¿s B. Hutcheson, Arnold D. Ken, Mohammad S. Longi,
National Research Council. Transportation Research Board. ll. Scott Lovelace, Philíp J. MQueen, Howard G. Mooily, Myles
E. Paisley, Gerald P. Raymond, J. Frank Scott, Alfred E. Shaw,
Rail track and structu¡es. fr., Charles L. Stanford, W. S. Stokeþ, Daniel H. Stone, Marshall
R. Thompson, Erland A. Tillmnn, George H. lUay, fr., John G.
(Transportation research record, ISSN 0361-1 981 ; 1 07 1 llthite, f. W. Winger
1, Railroads-Track-Congresses. I. National
Research Council (U,S.). Transportation Research Task Fo¡ce on Rail Transit System Design
Board. II. Series. Erland A. Tillman, Daniel, Mann, fohnson, ønd Mendenhall,
s
TE7.H5 no.1071 380.5 86-23464 chahmon
lTF240l I62s.r',4l Dorald A. Shoff, secretøry
rsBN 0-309-0406s-s Anthony T. Bruno, Robert E. Clemons, lames F, Delaney, Roruld
H. Dunn, Wílliam R. Hømilton, Robert D. Hampton, Amir N.
Hanna, Ben f, fohnson, lüilliam D. Kíley, Mohammød S. Longi,
Vincent P. Mahon, Robert,L Murray, Thomas J. ODonnell, Roy T,
Smith, Charles L. Stanford
Maintenånce Section
Committee on Railway Maintenance
Albert J. Reinschmidt, Associotian ol Amerícan Railroads,
chairman
William B, O'Sullivan, Federal Railroad Administration, secretary
Richard F. Beck, fames R. Blacklock, H. D. Campbell, David M.
Coleman, C, L. Coy, Ronald H. Dunn, Alfred E. Fazio, Amir N.
Hanru, Thomas B. Hutcheson, Robefi A, Kendall, Richard G.
McGinnis, IAtillís H, Melgren, Guenther ll). Oberlechner, Ernest T.
Selig, lltilliam J. Semioli, tilalter W. Simpson, Harry E. Stewart,
Vincent R. Tenill
Elaine King and Neil F. Hawks, Transportation Research Board
staff
Sponsorship is indicated by a footnote at the end of each paper,
The organizational units, officers, and members are as of
December 31, 1985.
NOTICE: The Transportation Research Board does not endorse
products or manufacturers. Trade and manufacturers' names
appear in this Reco¡d because they are considered essential to its
object.
1o_1/
Contents
PROCUREMENT AND SELECTION OF DIRECT-FIXATION FASTENERS FOR
TRANSIT PROJECTS
AmirN. Hanna ....
THE REDUCTION OF WHEEL/NEIT CURVING FORCES ON U.S. TRANSIT PROPERTIES
Charles O. Philtips and Herbert Weinstock
RAIL CORRUGATION-EXPERIENCE OF U.S. TRANSIT PROPERTIES
RobertD. Hampton ....
T6
AN ASSESSMENT OF DESIGN CRITERIA FOR CONTINUOUS-WELDED RAIL ON
ELEVATED TRANSIT STRUCTURES
Donald R. Ahlbeck, Andrew Kish, and Andrew Sluz . t9
SEGMENTAL AERIAL STRUCTURES FOR ATLANTA'S RAIL TRANSIT SYSTEM
Douglas J. Mansfield
26
CONTINUOUS-WELDED RAIL ON BART AERIAL STRUCTURES
Robert E. Clemons
MANUFACTURING, RECLAMATION, AND EXPLOSIVE DEPTH HARDENING OF
RAIL-BOUND AND SELF-GUARDED MANGANESE FROGS ON THE CHESSIE SYSTEM
D. R. Bates,C.L. Goodman, and J. W. Winger
MANGANESE STEEL CASTINGS: NEW TECHNOLOGY FOR WELDING FRoGS To RAIL
M. Bartoli and M. Digioia
EVOLUTION OF THE RAIL-BOUND MANGANESE FROG
E. E. Frank. .
. 43
DEVELOPMENT WORK ON SWITCHES AND CROSSINGS BY BRITISH RAIL
C. Lockwood and P. J. Thornton .
, 48
BASIC FRENCH TECHNOLOGY FOR CROSSINGS, SWITCHES, AND SPECIAL TRACKWORK
Gerard E. Cervi
57
INSTALLATION FACTORS THAT AFFECT PERFORMANCE OF RAILROAD GEOTEXTILES
Gerald P. Raymond . .
.
IN-TRACK PERFORMANCE OF GEOTEXTILES AT CALDWELL, TEXAS
S. M. Chrismer and G. Richardson
Transportation Research Record I0ZI
Procurement and Selection of Direct-Fixation Fasteners for
Transit Projects
AMIR N. HANNA
ABSTRACT
Direct-fixation fasteners are used by u.s. and canadian transit properties to
secure rail-s to concrete in tunnels and on elevated structures. These fasteners
udteilvizicee s.e Blaosntdoemde arincd puandbson, dsetde etyl pper aftaesst,e nienrssu rhaativneg b ceoemn puosneednt.s ,D airnedc ta-fnixcahotiroinng
fasteners provide five primary functions. They rnaintain gage and arignrnent,
control longitudinal raiL rnovements, provide resilience, electrical-
insulation. rn addition, they herp attenuate noise and v"ibidr-aut"io"unrs". Generalfy,
procurement specifications set forth minimun performance requirenents as a guide
for the design and nanufacture of direct-fixation fasteners. Compliance with
these specifications is evaluated by laboratory tests. several applications of
direct-fixation fasteners have shown. problems ranging from failure of fastener
components to electrical reakage. rn this paper, the practices used by transit
propertÍes for the procurement of direct-fixãtion fasleners are reviewed, the
preloqyueidre nfoern tesv afolur atdinirge cfta-sfitxeanteior nd esfíagsntse nareer sp arersee notuetdli.n Aedrs, o,a rnedc othnnee n¡ndeatthioondss feomr-
improving fastener performance are presented.
Direct-fixation fasteners are used by U.S. and vibrations. cenerally, procurement specifications
Cfcfiinaxrasesanutttaeeildoan intaeiin nnr s gtf rt auaucsnonttimlnesizienpteo lesn rp esanr noetasdplr,a eeosa rtnntuoi denme bsaloee nntvrcodiache t odespr edianoc dgrus s rtde,rb eu osrvcnatitecduileeesrsedl ..s tp.DAo lai nTrtec heuoecsnsnt¡e--- hpslfaoaelibravt onefrtoc ahsertetto hi pvr dyurmei ttaishnttiei gmestnduht ¡s ena scnpoeed(m 2r sfm,popplraiepnanac.nu2incff9icaec-ec a3 twurt9ieiro)teg.hn u soAir qfeI sumisofaae ,l insfeittpcsevr anaoatclesiuuor arasnet. me gdceuor nidembtsey--
bonded fastener utilizes a steel plate resting on an quirements as a requisÍte for acceptånce of a fast-
elasto¡neric pad. A bondêd fastener utilizes one or ener design.
two steel plates bonded to an elastomeric pad.
Unbonded fasteners that utilize separate plates
a(nFdlo priaddas) haanvde pbheeilna dueselpdh oían (trpaennsnist ylvparonjiae)c tass inr¡ eMl-ila masi PROCUR¡MENT PR.ACTICES
mAfaToi(anMo ftse lsDratorifCeninaCnc)ngtsÈ aaettlopreel rag asn (na( dseOGswrt ryenhi eti etta aoahalvsr sr nge iypoutdi wasl,sba t)eoee tECdea neda s n nonmtibde nanouo e d nBsntMaldh eta)eoi.edlpad _n ¡l Ft anMotim(iotingA.ee o ulstBtbrrtrh eooreeeaan p i(d tnn1oMatedos l,diasÍ t p taahrf yanonoClws a pfa Dtesnrenal aodantandjh)seede .it erc saosBClt )an so,osw net uytdaronipeitincnth_eddy AaIPtliania¡nIrbtnsiodleoeoci trurade,ca r dhetpmo mafrarioqnneyscugin tmueapte runelademiertombfy corio eulridmfmtnc yetaoe ,ds dnnniiemtcogtscrecn oeo udsnltn_ne.oso e s Tintotnneh.ynstos,es a tty wa lss noc.itc tdoÍrhopd nTe nuiaasnhslscíaaitssecrtrteea i olpoa yinftp f as tpmsnaairc naom eitacsnop cltecul ehirrnnd eiitgeagenen sis vrcaud ieenaoresed.f-
pad bonded betlreen thern have been used on transit
projects in Buffalo (New york), Chicago (Illinois)
Detroit (¡4ichÍgan), pittsburgh (pennsylvania), ,
San
I'rancisco (California), Vancouver (British Colurnbia,
Cânada), and Washington, D.c. Figure 2 shows this
type of fastener as being used in the Advanced Light
Rapid Transit (ALRT) system in Vancouver. To pernít
accurate gaging of track during construction and re-
gaging to conpensate for rail wear, nost direct-fix-
ation fasteners have provisions for lateral adjust_
nent.
Direct-fixation fasteners provide similar func_
t.ions to those provided by cross-tíe fasteners. They
maintain gage and alignment, restrain longitudinal
rail movernents, provide resilience, and assure
eLectrical insulation (!). However, because of the
elimination of baJ.last, direct-fixatíon fasteners
exhibit considerably Lower spring-rate val_ues to
help improve ride qualÍty and attenuate noise and
Construction Technology Laboratories, 5420 Old
Orchard Road, Skokie, I11. 60077 , FIGURE I Direct.fixation track on MDC in Miami.
Transportation Research Record l07l
design with the stipul-ated requirenents. GeneraIIy,
the selected design will be subjected to a fuLl
qualification testing program before acceptance by
the transit property. This practice has been emPloyed
for the procurement of fasteners for a transit proj-
ect for the southeastern Pennsylvania Transportation
Authority (SEPTA) in Philadelphia. The 2-phase pro-
curement has the advantage of identifying the nost
promising designs before the contract award and thus
avoiding possible delays for design nodification and
reevaluation. Also, this practice perrnits procure-
ment from multiple conpetitive sources.
In a sole-source procurement, the transit property
selects, based on previous performancer available
test data, or other considerations, one or rnore
fastener designs for procurenent. Hov¡ever, the sup-
plier is generally required to perform additional
testing to verify conpliance of design with specifi-
cation requirenents. This practice has been employed
for procurement of fasteners for a transit project
in the Massachusetts Bay Transportation Authority
FIGURE 2 Direct-fixation track on ALRT in Vancouver. (MBTA) ín Boston. An advantage of this practice is
shortening procurement tine. HoÍrever, it has the
potential of reducing conpetition unless several
the suppliers the freedom to develop solutions within designs are selected for consideration.
the specified parameters and thus enables procurement
from muJ.tiple compêt.itive sources. Hordever, other
procure¡nent methods have been enployed by transit QUALIFICATION TESTING REQUIREMENTS
properties. These nethods include (a) l-phase pro-
cure¡nent, (b) 2-phase procurement, and (c) sole- Direct-fixation fastener evaluations include static t
dynamic¡ and repeated-Ioad tests, electrical testst
source procurement.
In a l-phase procurement, the bidder is expected and corrosion tests. static tests evaluate fastener
to furnish, after contract award, a product meeting erevsapluoanstee ftaos tsetnaetirc arellsyp onaspe ptloie dd y1noaamdisc.a lDlyy naapmpicli etde sotsr
the requirements stipulated in the procurement short-ter¡n cyclic loads. Repeated-Ioad tests evaluate
sbpeefocriefic aa ticoonnst.r aAcvt aailwaabridlit yis onfo ta nr eaqcuceirpetda.b leH odrdeesviegrn, ttheest ss eervviacleuaabteil ittyh eo fe lfeacsttreicnaelr cionmspuolanetinotsn. EprloePcterritcieasl
cornpliance with gualification test requirements is
generally required before acceptance of the proposed of the fastening assernbly. Corrosíon tests evaluate
design. Also, conpliance with production test re- the effect of severe environnental conditions on the
quirements is generally required before acceptance corrosion resistance of fastener co¡nponents.
of the manufactured product. This practice has been Examples of the static tests include the fol-
used in the procurement of fasteners for several lowing:
transit projects including those in Atlanta, Balti-
more, Miani, and Washington, D.C. This procurement I. A vertical load test to evaLuate the effect
practice could result in extensive delays íf the of vert,ical loads on rail vertical deflection¡
initíaIly proposed fastener design does not meet the 2. A lateral load test to evaluate the effect of
specified requirements and subsequent design nodifi- lateral load on rail head l"ateral deflection when a
vertical load is appliedt
cat.ions and reevaluations are required. In several
3. A laterâI restråint test to evaluate the ef-
procurenents, exceptions and deviations fro¡n speci-
fications were pernitted by the transit properties fêct of lateral shear applied to the raiL base on
because of time restraints. rail4 . latAe rloanl gditiuspdliancael nreenstt¡r aanindt test to evaluate the
In a 2-phase procurement, prequalification of
effect of longitudinal forces on rail longitudinal
fastener design is a requisite for consideration.
This prequal-ification is perforned by the supplier move¡nent.
or by the transit property as the fÍrst phase of
procurenent. when prequalification is performed by some examples of dynaníc tests include (a) a
the transit property, potential fastener designs are vertical uplift test to evaluate the effect of
selected and subjected to a prequalification testing alternating downward-upward vertical loads on rail
program. Based on test results, the most pronising vertical deflection' and (b) a dynamic-to-static
designs are identified and considered in the second stíffness ratio test to evaluate the effect of stat-
phase of procurement. The selected design nay be ically and dynamicaJ.J.y applied vertical loads on
subjected to additional qualífication and production rail vertícal deflection, Èhus co¡nparing the fast-
tests to ensure that properties of the manufactured enerrs dynanic and static stiffness values.
product are similar to those of the fasteners used Some examples of repeated-load tests lnclude (a)
in the prequalification tests. This practice has a vertical and lateral repeated-Ioad test to eval-
bctraeasenens, i utp srpeerdqo ujfeoacrli tf ictihnae tit ohpner oVtceaunsrcetsomu vewenert r eAo LfpR eTfr afsosyrtsneteendme r.o6 In n f othtrhr eisea vureiacpteeeaa bttheiledit -yleo fafedoc f tte fsaotsf tettohn ee re rvecapol¡eunaapttoeend e tlhnoetas 'd es(fb foe) nca t tnh oeuf pslreifert--
fastener types, tvro of which vrere selected and con- peated uplift forces on the serviceability of
sidered for procure¡nent. The fåstener desígn ultl- fastener co¡ßponents, and (c) a push-pull test to
mately selected was then subjected to a series of evaluâte the effect of cyclic push-pull loadB or
qualification tests. displacenents on the serviceability of fastener
When prequalification is perforrned by the sup- cornponents.
plier' the supplier is expected to furnish--together some exanples of electrical tests include (a) a
with the bid documents--adequate test data to indi- voltage withstand test to evaluate the effect of
cate the Iikelíhood of co¡npliance of the proposed high-voltage direct current on fastener conponents,
Hanna
RASTANSN
Vertlcal Load Test
Vertlcal UIpllft Test
Laterðl LIoad Test
Lateral ResItralnt Test
Longltudlnal RIestralnt Test
Voltage UithIstand ?est
I
Electrlcal nesistancJ and Impedance Test
DynarûIc to statlc SItlffness Rôtlo Test
FASTEIN ER I FÀSTEN¡E R 2- FA-STïå*N'E-R 3
HeTaet 4st9 1n9 Push-Pull Test verttcal and Lateral
I CorrosloIn Test nepeated Load Test
rullpL*l*ot aftd TRî*e"es't peated II nepoenaete Ad nLcIohaodr BTeoslrt wlth
FASTENER I
vertlcal
Loåd ?est
Vertlcal UIplift
Test
Lateral LIoad Test
Lateral ResItralnt Test
Longitudlnal RIestralnt Test
Voltage HlthIstand Test
Electrlcal n"st"tan"J and Impedance test
Dynarnlc to statlc stIlffness Ratlo Test
FIGURE 3 Sequence of qualification tests.
ori(mebf ps)we isdeataat n nfcraeces esttei esnosteaft r nswct.oee te tevasantldu adttoer y tehfveaa sleutelaentceet rrsitch,a ela nedílm_ ep(cecdt)rai cnacaent more45 t..h aAnA l_rda.y5t;nioa moifc -tuop-wsatardti-cto -sdto,iwffnnweasrsd draetf.lieoc toiofn nooft
gtoe nTceohrrearo llssyai ols-ntp. escpírfiaeyd tteos ! eviasl uaatne efaxsatmènpleer oref siast antecset ntaont em6o.ou rseN lytoh aafanpi lp2ul.ri0ee5d t dvuerirntigc a3l miallniodn lactyecrlaels orfe pseimatueld_
loads;
ettsfgft3oriirrleecâ airsgnsadynnR Qheht hsseoirtouaÍaeiwclttfynavl e ovsJ e ln a-rpiyt f tldrhi pst ucoepsitetraafijehpspofe tterutteejciifieeoorJont cessc_nnrgimpn.ftat i roctteoe sofadcd eaift tnu qienfoo rutadsdeennesitm s nrSsitanectep Ee egcnfrnnP cto eeuet-To prfqmnri Aonrsxubopf dd.aêa glí oiinrtrTrlt iyiaiefo fooeeamicncdfnss ptsa st_t fhf et ohafilifionf_alrxosaao nevatrsâde re tttdsheine otbs elhenpn etf aeereoeh psns rnrÍr.s.d atfe lasa " F qsf bpeoioutgon.te(arhãurv3an aleriiir)____e_era. ffrtao,u¡sard. rLt1Lidedn98270 1nara..... .y e nt rdAAAAa NpN cnd u ooorrdmo¡seem n wifhfwssniaanpn-iii¡wieossipimnllnutttauuuaa uerrmfrldn¡nanleen- tccst vsryeeiteime epd dsranepttuituoonsee ircdrt d tirainoac1asnnaogln5,g cdc r rrkee1l eooV2o .asso5 5oropid f rof d0f semn i;01c1sd i0t00plaÍi lrvri .ln oae0c0edcny c0l aeycst 0 ;nnla eccodelystu hn 1c trn;s.rlose0epf sr nfamo tyoliero.g fn oghwuniep_s_t
Frdthoyoennr na ftmeoenlsilcott weacfrinofeegn c dbtrsiaet isqoeuandinrs ed,o m nftear ansetctxsekp n e(e3car-tsnLe !dd)a :vrveee hheiixccplleee ctcre.orden idtgoiht itom naesned.t esfapffsreRtiencentgc e eorrnasnt t ewninsoivt ihsea essl ot ailwgonaw dst ipvoairbnsinrs a5g 0th-,r,ai0aov0tnee0 l svelbhavoL/eíwuntesn.s . t hhhFaaaastv s eatte h bnfeaee evruonss rwaeusb ioetlhedf
Ib/ín1. . A spring rate between g0r000 and 300.000 nino istees vt ibirnasttiaolnla tíleovnesl s.t oF iegvuarelu a4t es hthoweisr a etfefesct t ino_n
0.3 i2n.. ¡; A maximum rail head lateral- deflection of sstita llAatuiothno riatyt t(hWeM AWTaAs) hinin gWtoans hMínegtrtoonp,o loit.aCn. , Atrheaat Turasne_s
2Ib1 0f0o30r . Iba Aef roilaro ln sgufabitswutaedyni nefaarssl ¡terneesrtsra ainntd nooft rnnoorte tlheasns 11th00a0n qffaaussaAtteleiIfnnsiceoear,rs t i aoopnnrfo c hcthutoeirrses imtnitnyespgnee tr .ptssro.p gerTachmifeiscs aefot itore nstsths e haearvevae lug eainntcieolruandl -eLodyf
Transportation Research Record 1071
RÀILFÀSTENERSÀ&B
I
Vertlcal LIoad test
I
I
LaterôI Load Test
I
I
Longitudlnal Restralnt Test
I
I
Voltage lJlthstand Test
I
Electrlcal ReslstanceI and rmpedance Test
I
I
Dynamic to statlc silffness Ratlo Test
I
vertlcal & Lateral IRepeated Load Test
I
I
Vertlcal Load Test
I
I
Lateral Load Test
I
Longltudlnal RIestraint lest
I
voltage LlthIstand Test
I
I
Electrlcal Reslstance and Impedance Test
FIGURE 4 low spring-rate, direct-fixation track on IVMATA in
'Washington, I
D.C. Dynamlc to static stIlffness Ratlo Test
FIGURE 5 Sequence of production tests.
performed on a nu¡nber of anchor inserts enbedded in
a concrete test block. These tests evaluate the ef-
fect of torsion and uplift forces on the bond between
the insert and concrete. Exanples of anchor insert of fastener components to electrical J.eakage (13t
tests include torsion and restrained and unrestrained pp.3-28).
pull-out tests. Recent procurement specifications Two problems have occurred on some transit prop-
have stipulated that the anchor inserts must have a erties. These are (a) the failure of the anchorage
resistance to (a) a 400-ft-1b torque, (b) a 20,000-1b system and (b) the rapiil corrosion of fastener co¡n-
uplift force in a restrained puII-out test., and (c) ponents. Failures of anchoring devices are generally
a 12'000-1b uplift force in an unrestrained pull-out attributed to inherent design deficíencies of the
test (3). anchoring systenr poor construction practicesr or
lack of adequate quality control during the instal-
lation of anchor bolts or inserts. Rapid corrosion
PRODUCTION TESTING REQUIRE¡,IENTS of fastener cornponênts is caused by inadequate
drainage and the resulting wet conditíon of the
In addition to the qualification testíng prograrn fastenerÊ or lack of corrosion protection. Another
required for the evaLuation of fastener designst serious fastener problen is damage of the serrations
procurement docurnents have general.Iy specífied pro- used in sone fastener designs for adjusting track
duction testing prograns for the evaluation of the gage. Loss of the serrations makes it practicafly
manufactured product (1-I!). This testing progran is impossíble to ensure proper track gage.
intended to monitor fastener'qualíty during produc- To help reduce track proble¡ns and to assure pas-
tíon and assure its simílarity to the design fasten- senger comfort and safetyr the following tneasures
ers used in the qualifícation testing program. SanÈ- should be adopted by the transit industry:
pling frequency and the extent of testing is
specified in the procurement document. Production L. stringent qualification testing programs
tests include selected stâtic, dynamic, and re- should be performed before acceptance of design to
peated-load tests, and electrical tests. Figure assure good performance in track. The testing progra¡n
5
shows the test sequence intended for the production should be stringent enough to meet service needst
testing of direct-fixat.ion fasteners for a transit but not ao stringent as to require over-designed
project on SEPTA in Philadelphia (1). systens r¡ith unneeded and costly characterÍstics.
2. Adequate qualíty control progra¡ns should be
inplemented during production to assure that proiluc-
FASTENER PROBIJEMS AND POTENTIAL SOI'UTIONS tion units are of equal or better quality than those
used in design qualification testing.
Experience to date has shown acceptable perfor¡nance 3. Suitable constructÍon and installation proce-
of direct-fixation fasteners on several transit sys- dures should be fol-lowed to eliminate damage to trâck
tems. However, sone applications of direct-fixation components during construction.
fasteners have shown probLe¡ns ranging fro¡n failure 4. Adeguate ¡naintenance prograrns should be im-
Hanna
5
vpLiceem elinfete,d toan ds loasws utrraec ska fdeetyte.rioration, increase ser_ sTpheesceif irceaqtuioirnesm egnivtse a¡nrien i¡unutinli zpeedrf ormasa nac eg rueiqdueÍr efomre ntthse.
Thuiarnhnat depsRte r hporelersevcot edaegW n nrpaadttr msÍooenh cgxiwnup agareote sorf mirn cee ofensaMnncesdetea tu etsrcrwcnpotheeieptd hroc p ilblifrotidoyaca iganrdterh tiaiAncoenrgtn e- tfsarteioax nTn av(r-t1idasiro4oepnn.nvops nepritte.l ao1nAft8patiuo 5s tan_bthen2 eonS1dtrety2 iestrt)oy_sr. frrwtudieoeceasinsatstphmetitsogi doen.nt hnnsu eeItasn.n sn .d Ttedoet hhr ms iesapsasc penecisecue fitcpfaeiitaccfasitcacnutcs tcroie,eo ml o nofpcaasflrdis isttsirheesa ern oiidlaere rvb fiaynpasl ue secartaoetfto menfrsdoenpp arrabstenrhy.Íccn iegClfaii noebifmsa do sp srtlapeeieaevtnnnocavcerili_ey__r
vdabdOrfstea¡eaneipnrrmsrtd aeecatmt issecec cte ,h toina Ca-aiairfnelnslise lvxusry in eraotl eoat stnpeddiailneolaaer ed drnislronvsd tii c,gi f c f sanoteiretUargfte aacdoMnndc1es dTikl fotsoA iet co ahca.neu abdaadTenxntslt ahiedr tbc. leei rfynerTtaa rae 1 ohnsdtslbetidrsl eesoejd o e nrwait,vnnchew Lei tsrceaiírtsvvËseh s eett eacha irc ca loatrlo ioeecfncnânicd ac esdost rlhs,tmutbie êthtoeibtiponuemstjwlene eli saacespir hnts tte.reeee csponrdodTsee gau t cerihtlbaoltisrod_.ãy,tf cofCtpft aoirinoraoisrat nnn .tNceec.as_toio:rndin ci maaeTnde. rhaip rvvehAstlieiadar oltetrausenhyf ba oaoy,f ilraleul tesiysttgp,y p t hbe ersa oencpctejiiteecefnnoiescccg dtptai fseptitaac iveospaebirnsnrlltfoeoieos op cm rsnemtgethbdsaed l e innutfe hhoderseaeUarr avs rntde lofflia aoy t beos nlletidreodne e vw cnrSnaelaeiu cntlcdruoadc gemateeev emptv eesfetatluaeon lnuanpsatlchacenet_se_eddd
psuflfaiarpseotseededtdc reua icnfileiin een rd asll oa qhfaabouirgdorae hsrl aieq,fs itrucuo haalbraoytljíteiw ofecicfnretaaae vsLdteit-o rett,tenon ogs -e vterilet nonertgaestei drtcsiainatpnlsgLlrgy.o gctpeoTrorâxaohnc¡gdender rsaeireta.mdÍ foteMosinodr.es e aAt ,sht tluhohstrhasoeaened,t enin4321g.... cRoCRpmreoeopsnsvottiinrrsdaeoteni ln utsla op,Jdnl_eifagqtt iuetuaraftdeol i rnrrcaeaeisll s ilr iravenrinoli tvcheenomo,uevtne tmd aaenmndtsa ,hgeo ltdo prfoapset_r
ttitnherifesblut u fetadinosacntteea dn h eobarfyv, e rvt ehienserpdt ieivccceaatrlit vteiecdlaay, nl. adsa lnaedxC p1eearcatteèl rAwa, lh theseatiltf fLnthoeaesds ds i sois_f w9ai9the95 o.r. utp Rdreoarvsniiadsgete rateodp efeqâausatteetedn einvleg-e rtccioctrnaÍpcl oanle ainnntssd,u llaatteiornã,1 an1doads
npstsrpepraoenenBjctcesa iicisofftiÍt ecfcs dasa dyttoi(isoioÀnrtneen 1scrns)e ts .-s hffriiuranxnolvacte¡seltn u, is dbootieenghfe notnhtis fhfedieacee sa fvcotnfeeoiletllnnoo lmpedwder oisdenn mvglfyfio:oae ruart . ssioufetunhrdesteu m briepneynr otshoct.,iulth 4hnerAeeesTve_Ar, rrft_nooo alr l jTi7onio.drfg a e hrseEnetsestxlieptfnhoya ei crdbcrkei ht vet hceavaehldaon aelpduqre auadafacetf ievttoneeecn aJrtc.i,stoso í potriimrtnco oesasfn, liÍ tlo synfe tar faarsfreocetccecsrkdteinm s petcmätbraoen ebnncp ldieeiureg. ondùpdp reretaahrrttcataioitketinec sn,e,a
aasdp jrba1inec. egttn-eTrtra h fteaed s fiatvseatsnrtIieeburnueset, i oara nnbsd oh uotootu lf2d p0 r1veo0evx0irhd0tii ecbl baigt/l i rnea.aw, tlehorewt oeae ltr tal eoLvnlae-uodrawtsitc i ofaotnolr sslof-aoeppsaleeetdcercsaintf. t íeicWonr pg âittdi mhpec puostmlhiincge danasitsentiio d ocrn neea.scsno,u nlbotase¡nn, idcoâa b1ent na tavirncairecocudnkr m aeateexen psteie gvodnanistl iuofafouatrsis otleynena ocetohfr
rtmawilolotaeayrfhe qtte aeeer3vu2 eserrih.im.ubaaplr aerrrllleo aleosdTyTmdts a .hbhleieifodofoeeennisanetert tos sd pfdnt.a .ao at hsitpu Atnortteaseeceel sd earrnreerojsdsnaenvaoi, cn riafsnte ouat elahunsbrlndb aathee l detto ftffei atarnoumeo sussnl¡rdertadt n nee rgoa bnvbdn3nfeteie iaeci rstr fme urstoa sord .fqiisdibt elgluutuit e1noataorinoainoilffniâe it fncieidorc av t dnaosane .et ptforilrortp9yfovi cnl i¡icac nnlaeali s latfttLoeiieobeifrasotnilaelndtn_ssdlr Ítrthshttnioeeimiaeogg qcvlnFne eBpheudss ni eninesr f eacirhesafcfbnraeiorodlgalufo1quemo nslnylu trsde to,pc e h c esroabnoeietp neeftn s blde ltysipari ¡cst díasLneidtíhme lnofioceooineslcwiereukfraiaaie t rclt tdtadacepiaio o ltop rttbednneíenfroeuda.o rqs nr n uprAtuirnensraleeastaaq,gytc r liinu oati vnfytyiingietrhtc a se nsteeaano,mi.x z tlid -psiceeot trre edrnnoenapr tcorj nseetnutni.hcaorcss coeatnuotiTmimt vsbtn h ¡ee nmfneonato,peoi rrÈnsnnrmelaesodd qfpdiirep uoonareddeaongrqne eclrs uticvtfe,h diaye iesaetba_tsesso__et
fsttorhtaoris ccI tkok trhcsedhehsearoe sruacailgrodccnn thbesd er,i pit sirrooteoÍpnccgesosrra.g. a nnCtD iiznowaengtedâs recoetqhob uaotnaetbdi nntidtateliyaoidn,tn eâmasd a,g- ygef onanreerno ardta t tbsedrepoce el1va 1caftr íiolnfoiimdgcf smaffiaanhdacso entutqueumlu¿rnfeaala ectdbterte eu fcrq raiiehanusnaglat fe orlainprpfcicerrceootraaecspletr iewisotsrosnitteti i hceses sna ct,sh noauedunrce ldoídp n r crptnsoeoepidnmgrodulnonpecelriidftmanii ocntar ancende nqci tntueeolyei.srf e ntT ntshihneipeoefnrrlonu etgsnsefro.aa,nnr mceuoes,_r
s1id9peseencatii1ffi9yct ar tationradnc sdk.e vt1evoliotahpdm isneugni tt eaisnb vleisr toiilnn1nf oernn¡ent eaadtnieàdãn ttooo n p ilrnoopaprdeoinrvlgey REFERENCES
cdeanetvsioiirgnonsn.sm ecnatn, hboew deevever,l ooppetídrn ufomr ano¿th ãecrã -snpå¡encicifaicI traIcok_ 1. TAr.aNc. kH aannnda S. Ttrhuactt u"rOetsh,e rVr oTly. peg Lo,f MTraayc k1.9 9R5a,il wpapy.
43-47 .
2. À.N. Hanna. Evaluation of Direct FÍxation Fas-
teners by Laboratory Tests. proc., Direct Fixa-
CONCLUDTNG REMARKS tion Fastener Workshop. Report UMTA-MÃ-o6-0I53-
Direct-fixation fasteners are used by U.S. and 18958-53.. U.S. Department of Transportation,,June
Canadian transit properties to secure ,u-i1" to aon_ 3. Contract Documents and Specifications for pro-
mcfÈaroasevittneee mn geeianrngs te stp ,u arnponnvrdoie dvâlesi1d ifageivnn ed¡rn eeopsnnirtl i,inee calneorcvynea t,trf euodnl acslstoitsornuungcrsiett.uu drTeeihlnseea.cy lt rmTihcraaeainsille_ 4. pCcCuooorrnnetat¡trnrtaaieoccnnttt CAoTSfu PpthIe.D ocSÍririfoetiycuc,att h tpeioFahnsiilxstaea-dr-tneTio lrppnahe cínkaRnv,s a¡yoOillr vckatF n.ga i1a-s9- tDe9T4nriar.eenrscs_.t
finassTuteolan teaiorssns ,u traoen dth phereo lpva ibdaietltie tynt uhaeotierf ndoiniirsteeec nat_dnfedixd va itbfiuoranntc iotionrnass.it, WWFiaaxssahhtiiinnoggntto onFn a, MsDtee.tnCreo.r,p Noprloiotvac.nu 1r e9A7nr9ee.nat .T Craonnstriat cAt uZtZhAoArOit\yV.,
6 Transportation Research Record 107I
5. Contract Specifications Book--Track Fastening Systemwide Trackwork--Southvtest Corridor Proj-
Procure¡nent. contract X0-04-8. Mass Transit ect. Massachusetts Bay Transportation Author-
Administration, Bal-tinore, Md., Nov. 16, L978. ity, Bostonr 1983.
6. Contract Specifications for Direct Fixation 13. P. Witkiewicz. A Survey of Direct Fixatíon
Fastener Procurement. Contract Y541--Stage I Fasteners Systens in North America--Existing
Rapid Transit systen. Metropolitan Dade County Types and Associated Problens. Proc., Direct
Transportation Inprovement Progrâm, Miani, Fla.t Fixation Fastener Workshop. Report UI!ITÀ-MA-06-
,Ian. 1981. 0153-83-3. U.S. Department of Transportation,
7. orHare Extension Trackwork--Detail Specifica-
,June 1985.
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8. Direct Fixation Fasteners Project Manual. Con- potitan Area Transit Authority Metrorail Systen.
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t982. ment. washington !4etropolitan Area Transit
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contract cQ833. Port Authority of Allegheny
County, Pittsburgh, Pa., Aug. 1982.
tI. Detroit Central Auto¡nated Transit System. Con-
tract 320663. Urban Transportation Development
Corporationr lnc.r Detroitr Mich.r 1984. Publication of this paper sponsored by Task Force on
L2. Specifications for MBTA contract No.097-403 Rail Transit System Design.
The Reduction of Wheel/Rail Curving Forces on
U.S. Transit Properties
CHARLES O. PHILLIPS aNd HERBERT WEINSTOCK
ABSTRACT
Summarized in this paper are recent governnent-sponsored studies to deternine
the effectiveness of various rnethods for reducing wheer,/rail curving forces and
resulting wear and conponent failure on U.s. transit properties. It descríbes
the factors affecting the trade-off bethreen curving performance and truck sta-
bility as it affects ride quality and the potential for derailment. A simplified
description of truck-curving nechanics is presented, outlíning three sources of
lateral wheel/rai1 forces and three key methods for reducing those forces.
References to more detailed papers and reports are included. Finally, the re-
sults of wheel,/rail force measurements nade for various truck and track con-
figuratíons are presented and compared with theory. It is concluded that reduc-
tions in curving forces of up to 75 percent can be obtained by using tapered
wheels and softening the longitudínaI primary suspenslon or incorporating
steerable trucks, or both.
Wheel,/rail wear and related component failures have the causes and methods of reducing the incidence of
plagued transit systems since their inception at the high wear and component failure rates. It{easuring
turn of the century. In recent years, however, re- wheel/raiI wear anil deternining the factors that
ports of such problems have occurred with increasing cause it are difficul,t and tine-consuning. An interi¡n
frequency. The Transportation Systems Center (TSC) step is to neasure the wheel/rail forces that are a
sponsored by UMTA, U.S. Department of Transportation, significant cause of the wear. Methods of reducing
has conducted studies and experiments to deterrnine these forces can more rapidly be determined. Subsê-
quently, the actual reduction in wear and cornponent
Transportation Systens Center, U.S. Department of failures resulting fron selected force reduction
Transportation, Canbridge, Mass. o2L42. methods can be established over a longer period of
Phillips and Weinstock
tine. Sunrnarized in this paper is the result of the
TSCrs studies and experinents retated to reducing
srheel,/rail forces. The paper (a) describes the sta_
bility versus curving performance of existing transit
trucksi (b) provides an outline of curving mechanics¡
and (c) estimates the reduction in curving forces
achieved by the use of tapered wheels, softening the
longitudinal primary suspension, and incorporating
steerable trucks.
M
BACKGROUND
INTTR.AXLT SHTAR STI FFNISS I NIIR.AXLT BTNDI NC STI FFNESS
Ntoe wa tt,trraancst it rtirduecrkssh iipn trowdituhc esdm iono tthh, eh iIg9h6_0ssp eaendd , 1c9o7n0_s FIGUREK SI { LBS/INcIhematic representation of gKebn ielNr-aLl8izred
fortable performance proved to have high wheel/rail stiffness coefficients.
wear rates. InÍtiaJ.Iy, transit engineers suspected
cvhthaeigeuhh sicce eyl eaon wtfbe orwr deepysa iintsrh starb oenouccfga ehut h sbseeei Èdotrehdld eebee ennra etdrr$eue, rcsstkri gu rnåcjn.tk hdsTe rcrsu aucthrpk a pbdonoer dtstheyigrd ona uetsghr hsea dsastitfsÍifffepffnnlcaeetcessedssn . enbisty bretehtwleae teenpd r timhtoea rtytvh roes uarsxeplseeissn tsaaÍnondnc ei]s o tnopg ritiaunndãgirunillayalr
mtethsyontaepu osnebdutte segien sh Íseut nht sdcorêp oe e trpaosnpoc stoicrifrostofae hnutdsoen wdeth o l e-fttfoaho rsera tt,rhot e tmethpht eelheâo re cilimcdnse eceap srri rne tfimeo adcersaeacle_ursey ssisig enp sn ruwwisnwsae.pg esrTe,e a ndh rpesne.ei to eoTdunrthems rsoeeihntu alieeggold__hhf vD2tri aubstcrTahak oaotswibno sl ne ivns eo Ia rmctrigeeuc iarovirnlefe csnlstu tht dtiefhuefsnesdee e bss sousttiin tff ff nannUoefefts.e.ss scds. tiesinctsorgu afs anÁgrvsÍeradoidt ur rihnoepàeula rrsaoet enp. tdserF artitrgtniuheusecsrmiket.
elasto¡ners enabled the longitudinal stiffness to
etrxacneseidt wshpeaet dw ransax nineuerndse do ff o6r 0-d7y0n ammpihc. sntya bsiloitfyte ninagt TABLE I Transit Tïuck Suspension Stiffness Characteristics
ttrhhedaeut cloeitnd g wwituiotdhuilondu aatl frfseeudcsutp ceirnnidgsei ot hnqe, u csautlraitvybin iiigtoy rf otrhctoee stp hcoeot ueplndot iibanetl Property TMrauncukf acturer V(Slbteif/rfitnnice.a)sls (BSineti.fn/flndbei)n sgs (SSlbhtie/ffimnne.)ss
for derailrnent. These theories have been subsequently
pavs(Poeot ArfrttíTeafbCinetoOieodt)hdn a nsbAtudhyus e ttphh meoeenpr asoiWtsiyrouta nr se(sWhm AiMfneouAgnrTttt hosA )nop. areMintryiedo t drtoThspr eaoe nxlirtcsaeeintve e dAniCnurogeer ãp 2u oT rsyareaetin aosorn_sf PPMMCMAATBBATTATTRCHAATO--OABlruaenge B'GGGRWuSSSoedcIIIgdkmwaenlln II 6351026704,,,,,,00550s000006000000 227611......343123 xxxxxx 1l11l1O0O000?11888 140256.....379369 xxxxxx111111000000433344
cerTnverdo octyhLeinr dcroicnatrl ovveerrssiuess teapxie6rteedd .w Theheel sfi.r sAtl thocuognh_ WWMMAATTAA RBroecdkawell 9i 00,,500000 11..13 xx 110088 11..58 xx1I0044
drtraraiiclnraosLait dtsrsa ynsustesitne sdw hohaendely,ls i.n l:W 2t0ohr ek trpaeappseotrr,t eerdde swhoehrrteeeed lss ht,oo v srecsvy telhirnaa_Lt ATMNruoeatntth¡esoo:itp roCiCtlyTiot,Aa ¡n Mp= oBA rCâTrehtAiaioc na=T,g rMoaP anAT$sTrapaHcor hsr=utitas pteiAoottùn¡st t hAAB¡uuoalytthhi yoTo,¡¡ raiMittnyyAs, iRtT rTAaA¡us t-h=Ho uM¡diestyotr,no ,Pp AoaTlnitCdaO nW A=M tlpAaoTnrtAta A =Ru Wathpaoidsrh iTtinyrgatnosnit
ttaappeerreedd-w whehee1e lsp raonfidle, inc apuasret ilcouwlaerr, leav ewl owrnh eHeelur/mraâní1n
forces and provide adequate stability for present
truck designs. t0¡
of Tphroev isdeicnogn ds ucfofinctireonvte rssyu pceornecleevrnaetído nth ien icmuprovretasn cteo S IEERA BLE
paloLrotewd-b ahlearnec es hsopweesd s fuopre rneolermvaatli oonp etora tiboen sr.e Wasoornka rbel_y oTRrUC'üK.Y /
iinn sethnes itfiavcee toofv rahridg hr efãriucctiiongn a.ul rufionrg-c ef"sr." eFsu rÈahnedrn owreea,r E
dsitpe erewadialsms apeson ietn ntiecnod u onthtueetr e tdhp arinet s hereÍngvcheer ssoiunf pge mrloeionlepovsra tcitoroânucsldk a ct amuliossw_e ód- loó ,r"\",
alignment.
Finally, the Budd Company/H. List steerable truck Hé, Oa
vdgierca_sneig ofnunsn, dtwhinehgi c phah nwidlae wdrehe ildcpehhv iaealro enp eepdìrc eoisn e nptalyrt ine rÍartehrve eU ncMouTneAp pasreroer__d 4t<-l u.-) eD
cuonndveer nthtieon saalm aen cdo snodfitteionnesd asnuds pienn"systri"oui.nmr , eBnutdadt iopnio nwei.ethr a STASILI
truck. 3
TRUCK STABILITY VERSUS CURVING PERFORMANCE ó0
104
mTtTstsohhhthaa eeeerb aty shtirfw lh aeitsesocy tua t iraforsef xpnrssasleetein isnsfsdftass na faic enofneuanscdcrnse v tdl, iiia snn ttt oggahe p serpar l itsaelmih hrntfeeooatwe rrrsamrnitltarl yia aifxn fndnl cdaeeeFeif s_f sÍbãpgaoselcuar.fntr fecee d e dbitn¡fTh en,g bteeh wyn seise tti nt iefhbbtfrneneeee rtnle twaarpdsutexiersneclideg_n.k sFhIeGarU sRtli0ftfEE)nce2€rst osT [(cc^Iup . c rHimceklptl^ lTtti c^ÁmyrBu tIRRnirNcnvooD¡aoiccnT¡utrcx(NlgyElotxGi t)t t.lya óS((ntsnTlT dottoF . . F s)iNt aESbSil,i 0tpt ky b $rp ôr{üvrnt1ec¡- or1r gs l8ôaoiu/uRlR,lslti)o Ao Âr bDr-e¡ tr-n cd-s-ir'ng and IOE