Rail passenger equipment accidents and the evaluation of crashworthiness strategies

Tyrell, David

doi:10.1243/09544090260082371

Cited by 25 publications

(19 citation statements)

References 7 publications

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“…The following accidents include head-on train-to-train impacts and oblique collisions, highlighting that this category of fuel tank impact scenario is independent of train collision scenario. On February 5, 2001, an intercity passenger train rear-ended a freight train with a closing speed between 28 mph to 35 mph [7,8]. Both trains were traveling eastbound at the time of impact.…”

Section: Impact With Surrounding Railcar Componentmentioning

confidence: 99%

Fuel Tank Crashworthiness: Loading Scenarios

Jacobsen

2011

2011 Joint Rail Conference

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The Federal Railroad Administration's Office of Research and Development is conducting research into fuel tank crashworthiness. The breaching of fuel tanks during passenger rail collisions and derailments increases the potential of serious injury and fatality due to fire. This paper identifies and describes common collision loading scenarios for locomotive fuel tanks on the U.S. general railroad system. Developing scenarios that characterize this situation is the first step in crashworthiness research methodology for improving rail equipment safety.A survey of accidents within the U.S. between 1995 and present was used to identify fuel tank impact scenarios as follows: impact with adjacent railcar component; oblique impact with another railcar; rollover leading to impact with another railcar; derailment or rollover leading to grounding; and impact with rail. These collision scenarios are further categorized by the types of collision modes experienced by the fuel tank, i.e. impact type and impact location. These loading conditions establish targets for evaluating current levels of fuel tank integrity and potentially developing improved strategies for enhancing fuel tank integrity.

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Section: Impact With Surrounding Railcar Componentmentioning

confidence: 99%

Fuel Tank Crashworthiness: Loading Scenarios

Jacobsen

2011

2011 Joint Rail Conference

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“…Collision in Portage, Indiana On June 18, 1998, a cab carled, two-car MU commuter train collided with a highway truck at a grade crossing [2]. The highway truck consisted of a tractor with two trailers.…”

Section: Collisionmentioning

confidence: 99%

“…This grade crossing collision is significant because the coil loaded the superstructure of the car, not the underframe. Collision in Selma, North Carolina On May 16, 1994, an overhanging intermodal trailer on the northbound freight train was obstructing the way of the southbound intercity passenger train [2]. The forward trailer of the 51 st car was overhanging the southbound track and engaged the lead locomotive of the passenger train.…”

Section: Collisionmentioning

confidence: 99%

A Dynamic Test of a Collision Post of a State-of-the-Art End Frame Design

Priante

Llana

Jacobsen

et al. 2008

ASME 2008 Rail Transportation Division Fall Technical Conference

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In support of the Federal Railroad Administration's (FRA) Railroad Equipment Safety Program, a full-scale dynamic test of a collision post of a state-of-the-art (SOA) end frame was conducted on April 16, 2008. The purpose of the test was to evaluate the dynamic method for demonstrating energy absorption and graceful deformation of a collision post.The post aims to protect the operators and passengers in the event of a collision where only the superstructure, not the underframe, is loaded. Methods for improving the performance of collision and corner posts were prompted by accidents such as the fatal collision in Portage, Indiana in 1998, where a coil of steel sheet metal penetrated the cab car through the collision post.The improvements made for the SOA end frame structure include more substantial corner and collision posts, robust post connections to the buffer beam and anti-telescoping (AT) beam, and corner and collision posts integrated with a shelf and bulkhead sheet. Full length side sills improved support for the end frame. This test focused on one collision post because of its critical position in protecting the operator and passengers in an impact with an object at a grade-crossing.For the test, a 14,000-lb cart impacted a standing cab car at a speed of 18.7 mph. The cart had a rigid coil shape mounted on the leading end that concentrated the impact load on the collision post. The requirements for protecting the operator's space state that there will be no more than 10 inches of longitudinal crush and none of the attachments of any of the structural members separate.During the test, the collision post deformed approximately 7.4 inches and absorbed approximately 138,000 ft-lb of energy. The attachment between the post and the AT beam remained intact. The connection between the post and the buffer beam did not completely separate, however the forward flange and both side webs fractured. The post itself did not completely fail. There was material failure in the back and the sides of the post at the impact location. Overall, the end frame was successful in absorbing energy and preserving space for the operators and the passengers. INTRODUCTIONAs a result of consideration of both a notice of proposed rulemaking (NPRM) for improved cab car multiple unit (MU) locomotive equipment and the accepted industry standard, a series of tests were planned to demonstrate examples of conducting such tests to shows equivalence between testing protocols. Three test scenarios are taken from the FRA's proposed rule [1]. This paper covers the dynamic test of a collision post. There are two quasi-static tests also being planned. The quasi-statics tests are on the collision post and the corner post.Both the proposed rule and the industry standard improve crashworthiness performance due to increased static load requirements, as well as minimum energy absorption and maximum allowable intrusion into the cab. By encouraging improved energy absorption capabilities for the end frames, the rule aims to improve survivability for ...

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“…On June 18, 1998, a cab car-led, two-car MU commuter train collided with a highway truck at a grade crossing [6] in Portage, Indiana. The highway truck consisted of a tractor with two trailers.…”

Section: Introductionmentioning

confidence: 99%

Dynamic and Quasi-Static Grade Crossing Collision Tests

̈hlanger

Llana

Tyrell

2009

2009 Joint Rail Conference

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To support the development of a proposed rule [1], a fullscale dynamic test and two full-scale quasi-static tests have been performed on the posts of a state-of-the-art (SOA) end frame. These tests were designed to evaluate the dynamic and quasi-static methods for demonstrating energy absorption of the collision and corner posts. The tests focused on the collision and corner posts individually because of their critical positions in protecting the operator and passengers in a collision where only the superstructure, not the underframe, is loaded. There are many examples of collisions where only the superstructure is loaded.For the dynamic test, a 14,000-lb cart impacted a standing cab car at a speed of 18.7 mph. The cart had a rigid striking surface in the shape of a coil mounted on the leading end that concentrated the impact load on the collision post. During the dynamic test the collision post deformed approximately 7.5 inches, and absorbed approximately 137,000 ft-lbs of energy. The SOA collision post was successful in preserving space for the operators and the passengers.For the quasi-static test of the collision post, the collision post was loaded in the same location and with the same fixture as the dynamic test. The post absorbed approximately 110,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation. For the quasi-static test of the corner post, the post was loaded at the same height as the collision post, with the same fixture. The corner post absorbed 136,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation.The series of tests was designed to compare the dynamic and quasi-static methods for measuring collision energy absorption during structural deformation as a measure of crashworthiness. When properly implemented, either a dynamic or quasi-static test can demonstrate the crashworthiness of an end frame. INTRODUCTIONThree tests were designed to demonstrate test methods and to measure the crashworthiness of the Federal Railroad Administration (FRA) prototype end frame design. The prototype design, referred to as the state-of-the-art (SOA) design, has enhanced loading capabilities. A proposed rule allows for either quasi-static or dynamic evaluation scenarios for the two major end frame components: the collision and corner posts. By requiring energy absorption capabilities for new end frames, the rule aims to improve survivability for operators and passengers at higher collision speeds. This paper covers work done to support a proposed rule: a dynamic test of a collision post, a quasi-static test of a collision post, and a quasi-static test of a corner post. The work is used both to support the development of the rule and to assist the government and industry in building and evaluating structures built to the standards of the proposed rule.

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Rail passenger equipment accidents and the evaluation of crashworthiness strategies

Cited by 25 publications

References 7 publications

Fuel Tank Crashworthiness: Loading Scenarios

Fuel Tank Crashworthiness: Loading Scenarios

A Dynamic Test of a Collision Post of a State-of-the-Art End Frame Design

Dynamic and Quasi-Static Grade Crossing Collision Tests

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