An Investigation of Short Pitch Wheel and Rail Corrugations on the Vancouver Mass Transit System

Kalousek, J; Johnson, K.L.

doi:10.1243/pime_proc_1992_206_226_02

Cited by 91 publications

(38 citation statements)

References 6 publications

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“…The above explained concept of a FM for TOR application was originally introduced in the late 1980s by Kelsan Technologies Corp. (now L.B. Foster Rail Technologies, Corp.) to overcome a squeal and corrugation problem at the newly introduced Vancouver Skytrain system [5]. For this original application, a solid stick FM was used.…”

Section: Definition Of a Friction Modifiermentioning

confidence: 99%

Material concepts for top of rail friction management – Classification, characterisation and application

Stock

Stanlake

Hardwick

et al. 2016

Wear

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The concept of managing and adjustment of friction between the wheel and rail has a long history within the operation of railways systems. In the past, adjustment/management has been limited to gauge face lubrication and the use of sanding equipment. The introduction of the top of rail (TOR) friction modifier (FM) over the last 20 years now allows for the modification of the friction at the top of rail -wheel tread interface. This paper focusses on the concept of TOR friction adjustment. Recent developments have led to a new generation of products, defined here as, TOR lubricants (oil and/or grease-based) and hybrid materials (oil/water mixtures), which are non-drying or slow drying. Definitions and functional difference are detailed and contrasted with that of the water-based drying FM. The water-based TOR FM once applied rapidly dries, mixes with the existing third-body layer, and allows for the accommodation of shear displacement. TOR lubricants and hybrid materials rely on mixed boundary layer lubrication, contrary to application of the water-based TOR FM. It has been shown that the adhesion level is highly influenced by the lubricant application rates. The risks and benefits (lateral force reduction, corrugation mitigation, and impact on energy consumption and influence on rolling contact fatigue) are discussed for all product classifications. However, a lack of data exists for the TOR lubricants especially in the area of rolling contact fatigue where laboratory studies have identified the possibility of crack interaction. Whilst it can be seen that TOR lubricants have the ability to provide similar benefits to that of a water-based FM, they exhibit a strong dependency on the application rate which may lend itself to adhesion and RCF issues. Further work is recommended in this area.

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Section: Definition Of a Friction Modifiermentioning

confidence: 99%

Material concepts for top of rail friction management – Classification, characterisation and application

Stock

Stanlake

Hardwick

et al. 2016

Wear

View full text Add to dashboard Cite

show abstract

“…Corrugation is considered as requiring both a "wavelength-fixing mechanism" and a "damage mechanism". Roll-slip oscillations due to frictional instability have been considered as a source of instability that can promote short pitch corrugations [4,15]. As with noise, the underlying cause of roll-slip is the negative friction characteristics of the wheel-rail interface.…”

Section: Introductionmentioning

confidence: 99%

Top-of-rail friction control for curve noise mitigation and corrugation rate reduction

Eadie¹,

Santoro²

2006

Journal of Sound and Vibration

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Top of rail Friction Modifiers are designed to control frictional characteristics at the wheel-rail interface that influence noise, corrugations, and lateral forces. Key characteristics of the resulting thin film are 1) controlled intermediate coefficient of friction and 2) positive friction, to reduce rollslip oscillations related to both curve squeal noise and short pitch corrugation development. Practical results are presented on the effect of friction modifiers on curve squeal and flanging noise generation at a range of European mass transit sites. Noise reductions ranging from 6.3 to 22.8 dBA were recorded, with an average reduction across the different test sites of 12.0 dBA. Both top of rail squeal and flanging components of noise were reduced.The effect of friction modifier on short pitch corrugation development was evaluated over several years at two curves at Metro Bilbao. Under conditions where corrugations grew from 0.01 mm to 0.05 mm in eighteen months under baseline conditions, with application of friction modifier essentially no corrugation growth occurred in an equivalent time period.

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“…The increased conformality between the surfaces increases the contact patch size, which reduces contact stress magnitudes and consequently the propensity for RCF formation. Unfortunately that same conformality can be a cause of rail corrugation [47], hunting and higher wear of the gauge corner and gauge face of rail [48].…”

Section: Effect Of Wear On Wheel/rail Contact Geometry and Rcf Formationmentioning

confidence: 99%

Rolling contact fatigue, wear and broken rail derailments

Magel

Mutton

Ekberg

et al. 2016

Wear

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An Investigation of Short Pitch Wheel and Rail Corrugations on the Vancouver Mass Transit System

Cited by 91 publications

References 6 publications

Material concepts for top of rail friction management – Classification, characterisation and application

Material concepts for top of rail friction management – Classification, characterisation and application

Top-of-rail friction control for curve noise mitigation and corrugation rate reduction

Rolling contact fatigue, wear and broken rail derailments

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