A generalized life-cycle cost model for rail transit: making decisions between at-grade mode and underground mode

Wang, Xingju; Zhang, Zhanmin; Chen, Jinjie; Han, Zhe

doi:10.1080/23248378.2015.1015221

Cited by 5 publications

(1 citation statement)

References 18 publications

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“…Uneven wear on the rail surface in wavelike shapes is the most common phenomenon of rail corrugation. Because of the continuous uneven surface, rail corrugation can cause intense dynamic interaction between vehicle and track, which can lead to higher wheel–rail interaction forces, accelerated wear or degradation of components of track or train, increased noise level, and high life-cycle cost of a metro system ( 2 – 4 ). Significant rail corrugation can reduce riding comfort, threaten operation safety, and even cause derailment.…”

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confidence: 99%

Effect of Rail Pad Stiffness on Vehicle–Track Dynamic Interaction Excited by Rail Corrugation in Metro

Song

Qian

Wang

et al. 2020

Transportation Research Record

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Rail corrugation can cause intense dynamic interaction between train and track, which can reduce riding comfort and lifespan of track structure, and even threaten running safety. Instead of investigating the root cause and growth of corrugation, this case study aims to investigate possible solutions to the excess train–track dynamic interaction excited by rail corrugation in a metro track through both numerical analysis and field experiments. Numerical analysis was performed based on a vehicle–track coupled dynamical model with field-measured rail corrugation information from two curves. The numerical analysis results indicated that rail pad stiffness was the key factor affecting wheel–rail contact force in the studied direct fixation type transit track system. Rail pads with a lower stiffness could reduce the wheel–rail interaction; however, softer rail pads will also increase the rail displacement. Therefore, both the wheel–rail contact force and rail displacement need to be considered while determining the optimal rail pad stiffness. New rail pads with a stiffness of 35 MN/m, which are softer than the original rail pads with a stiffness of 50 MN/m, were recommended for the track in this study. Through field validation and long-term monitoring, new rail pads have been proven to effectively reduce the vehicle–track dynamic interaction and ease the development of rail corrugation to a certain extent. Compared with regular rail grinding, using rail pads with the appropriate stiffness can save transit agencies a tremendous amount of time and cost. The observations from this case study can benefit transit facing rail corrugation problems.

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confidence: 99%