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Several railways suffer from a defect that has been christened a “stud”, which appears superficially similar to a squat but is very different in character. Although both initiation and propagation of studs are poorly understood, at least a couple of railways have already benefitted from exploiting the less malevolent nature of studs, particularly the fact that these do not themselves initiate transverse...
Rail corrugation is initiated by a varying normal load with constant tangential load; by a varying tangential traction with constant normal load; or, occasionally, by a combination of the two. The types of corrugation proposed by Grassie and Kalousek [S.L. Grassie, J. Kalousek, Rail corrugation: characteristics, causes and treatments, J. Rail Rapid Transit, Proc. Inst. Mech. Eng. 207F (1993) 57–68]...
A review is presented of progress over the last decade in the understanding, measurement and treatment of corrugation. A great diversity of dynamic behaviour causes corrugation. All types of corrugation identified to date are constant frequency rather than constant wavelength phenomena. Where corrugation arises from differential wear, friction modifiers offer broad potential to reduce corrugation,...
Traction and curving are the principal causes of high tangential forces between railway rails and wheels. The magnitude and direction of these forces are calculated for equilibrium curving of a conventional two-axle bogie in curves of 600–1800m radius, both without traction and for a level of tractive effort of 0.28 times the normal load of the vehicle. For a non-powered bogie, the tangential force...
In the late 1990s, rolling contact fatigue was a widespread and severe, but greatly underestimated, problem on the British railway system. In the period 1999–2000, the basis for a system of preventative maintenance of rails was nevertheless established. Preventative maintenance has been greatly accelerated by the tragic and fatal derailment of a passenger train in October 2000. Rail grinding and lubrication...
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