Predicting Dynamic Contact Stresses at Crosstie–Ballast Interface Based on Basic Train Characteristics
Publication: Journal of Transportation Engineering, Part A: Systems
Volume 150, Issue 5
Abstract
Understanding fundamental track behaviors under dynamic load conditions is important to optimize design practices and achieve high-quality track performance. The American Railway Engineering and Maintenance-of-Way Association provides recommended practices to estimate trackbed pressures, which are primarily based on the Talbot equations. The Talbot methodology for computing crosstie-ballast (CT-B) interfacial pressures may “not” be valid for modern railroad design due to several factors, including the sensitivity of pressure measuring equipment, the presence of uneven support conditions, and the implementation of jointed rails in testing different wheel loadings, which contributed to overestimation of pressure readings as a result of impact loading. However, modern railroad infrastructure has been designed with a smooth track layout and well-supported rails as well as incorporating rolling stock equipped with smooth wheels, particularly in high-speed train operations. This study proposes a new approach to estimate the pressures at the CT-B interface, which was developed using measured in-track CT-B interfacial pressures taken from an active mainline. The data from the in-track measurements were filtered by using a signal processing tool and analyzed to develop basic equations to predict interfacial pressures as a function of basic train characteristics, including train speed, wheel loads, and wheel spacing, assuming no impact loading from wheel defects. To validate the efficacy of the square wave theory, the predicted pressures were compared with the data obtained from in-track tests. Further, a method to estimate dynamic pressures of a moving train at the CT-B interface was developed using square wave theory. By representing the vehicles of a train as a periodic square waveform, the dynamic CT-B interfacial pressures can be predicted for an unlimited number of locomotives and cars for smooth track geometry, smooth wheels, limited rail surface roughness, and well-supported track.
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Data Availability Statement
Some or all data, models, or code that support the findings of this study are available from the corresponding author upon reasonable request.
Acknowledgments
This research was primarily funded by the National University Rail Center (NURail). Special thanks to prior graduate assistants Ethan Russell and Travis J. Watts, visiting scholar Qinglie Liu, and Prof. David B. Clarke for their significant contributions during the early phases of this research. The cooperation and contributions of Norfolk Southern Corporation during the test site installation activities and continued monitoring activities are greatly appreciated. I also acknowledge this contribution to this research by the Federal Railroad Administration Office of Research Development and Technology, ENSCO Inc., and the Volpe National Transportation Systems Center. A special thanks to Huseyin Cinar for his significant contribution to the program coding.
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Published In
Journal of Transportation Engineering, Part A: Systems
Volume 150 • Issue 5 • May 2024
Copyright
© 2024 American Society of Civil Engineers.
History
Received: May 21, 2023
Accepted: Nov 14, 2023
Published online: Feb 22, 2024
Published in print: May 1, 2024
Discussion open until: Jul 22, 2024
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