Correlations between rail wear rates and operating conditions in a commercial railroad

The rail wear rates per traffic unit (mm/MTon) in the curves of a 4.5 km-long commercial line over a period of 9 years were measured and related to specific operation conditions. The rail corrugation was analyzed using a Corrugation Analysis Trolley (CAT) and visual inspection was carried out in order to identify the defects in the railroad. Since Rolling Contact Fatigue (RCF), artificial abrasion and corrugation were found to be the most important issues the grinding procedures used during maintenance of the railroad were evaluated to assess their effectiveness on removing the defects from the rail surface. The results showed that the wear rates in the studied railroad were several times higher than those typically found in the literature, mainly as a consequence of inappropriate grinding regimes. White layer formation and only partial removal of cracks emerged as the most relevant drawbacks of rail grinding procedures

Twin disc assessment of wear regime transitions and rolling contact fatigue in R400HT – E8 pairs

Twin disc tests were carried out to evaluate the wear resistance and Rolling Contact Fatigue (RCF) of premium R400HT rail samples in contact with E8 wheel samples. The wear rate and friction coefficient were correlated with the frictional work expended at the contact interface (the Tgamma approach). Accelerated RCF tests were also carried out on the premium R400HT rail and the results were compared to those obtained for standard R260 rail. The wear rates of rail samples were consistently lower than those reported in the literature for other contacting pairs in which the rail material studied is softer than R400HT. Also, the energy needed for the transition from the moderate to severe wear regime significantly increased for the hardened rail. Fatigue cracks were shallower for R400HT when compared with standard rail material. Hardened rails also showed lower mean spacing between fatigue cracks. This new information can be used to improve wear simulations of wheels and rails by using more realistic wear equations

Unzipping Dynamics of Long DNAs

The two strands of the DNA double helix can be `unzipped' by application of 15 pN force. We analyze the dynamics of unzipping and rezipping, for the case where the molecule ends are separated and re-approached at constant velocity. For unzipping of 50 kilobase DNAs at less than about 1000 bases per second, thermal equilibrium-based theory applies. However, for higher unzipping velocities, rotational viscous drag creates a buildup of elastic torque to levels above kBT in the dsDNA region, causing the unzipping force to be well above or well below the equilibrium unzipping force during respectively unzipping and rezipping, in accord with recent experimental results of Thomen et al. [Phys. Rev. Lett. 88, 248102 (2002)]. Our analysis includes the effect of sequence on unzipping and rezipping, and the transient delay in buildup of the unzipping force due to the approach to the steady state.Comment: 15 pages Revtex file including 9 figure

A twin-disc study of the role of the surface quality achieved by grinding on the wear resistance and rolling contact fatigue behavior of wheel/rail pairs

The tribological behavior of wheel and rail material twin-disc samples prepared under laboratory-controlled grinding operations was studied. A laboratory grinding device was designed and validated to produce similar results to those found in the field in terms of surface quality and presence of white etching layer (WEL). The test samples were evaluated in a twin-disc machine under dry and lubricated conditions. The results showed that the surface finishing parameters and the microstructure change greatly depending on the surface preparation procedure, and that such changes affect the tribological response of the samples. The wear rates of the tribological tests for the different rail surface qualities showed a reduction of 47.4% for the lubricated tests and 7.3% for the dry tests when the surfaces of the rail specimens were finished by grinding. This is only applied when the WEL thickness was less than 4 μm

Assessment of rail grinding maintenance surface quality and damage propagation in subsequent loading cycles for premium rail grades

Rail samples were tested under various scenarios as part of a complete analysis of the rail grinding process. Two main group of tests were performed which assessed the following: 1) preventive and corrective maintenance on fresh rail samples and 2) post-grinding tribological performance of the ground samples. The results allowed further knowledge to be acquired with regards to the performance and effectiveness of the grinding process and its effect on the surface quality of the rail samples. Results indicated a correlation between White Etching Layer and the formation of cracks and defects. Additionally, the harder grades were found to retain larger quantities of White Etching Layer upon completion of the rolling/sliding testing due to the hardness gradient between the White Etching Layer and bulk material, promoting the formation of cracks

Evaluation of the coefficient of friction of rail in the field and laboratory using several devices

Accurate friction measurement is vital to apply appropriate friction management techniques to the wheel/rail interface. This work analyses different friction measurement techniques under a variety of conditions in the laboratory and the field. Tests have been carried out using a pendulum tester, hand-push tribometer, twin-disc machine and full-scale rig in the UK and Colombia for a variety of interfacial conditions and rail hardness. The pendulum has been found to be more sensitive to different conditions than the hand-push tribometer. This is due to the area that the pendulum sweeps being smaller, and so it can be more carefully controlled and therefore measure the surface condition being tested. This is in contrast to the push tribometer which needs a long section of rail to take a measurement. Twin-disc and full-scale rig creep curves show good agreement between each other

Post-field grinding evaluation of different rail grades in full-scale wheel/rail laboratory tests

Rail grinding is a maintenance task performed in the field to return it to profile and/or remove damage, however, it can affect the surface integrity of the rail. In this paper, the damage resistance of three different ground rails (R260, R350HT and R400HT) was evaluated. Rail samples were ground using the same parameters in a low-traffic line in the field. The rail metallurgy was then examined, and white etching layer (WEL) formation was evaluated. The resistance to wear and rolling contact fatigue (RCF) was studied in a Full-Scale Rig (FSR). Cracking was detected and, in some cases, WEL was found pressed into the pearlitic microstructure whereas in others the bonding between the WEL and the pearlite failed leading to delamination

A laboratory demonstration of rail grinding and analysis of running roughness and wear

Rail grinding has been widely used for rail maintenance to keep the performance of the rail track at satisfactory levels. However, there is a lack of knowledge on the relationship between different grinding parameters and the effect on the rails and the post-grinding evolution of roughness and wear. Rail undergoes significant levels of stress during grinding to remove any defects that appear during its life-cycle which can cause significant microstructural change. By developing a method of demonstrating rail grinding it will allow further investigation of the process and potentially the exploration of different grinding patterns. Moreover, an analysis of the roughness of wheel and rail is an input parameter in most modern simulation tools that could be associated with the coefficient of friction. This paper reports a laboratory demonstration of rail grinding followed by a series of tests to determine the wear of the rail and if there is a relationship between friction coefficient and roughness. The rail specimens that were ground have undergone a phase transformation and showed White Etching Layer (WEL) on the contact surface. This was found to initially act protectively for the rail disc reducing the wear rates, but then contributed to crack formation. No clear long-term correlation was identified between the coefficient of friction and roughness during the testing, however a relationship could be drawn when test periods were studied individually

Electron Cloud Generation And Trapping in a Quadrupole Magnet at the Los Alamos PSR

A diagnostic to measure electron cloud formation and trapping in a quadrupole magnet has been developed, installed, and successfully tested at PSR. Beam studies with this diagnostic show that the electron flux striking the wall in the quadrupole is comparable to or larger than in an adjacent drift. In addition, the trapped electron signal, obtained using the sweeping feature of diagnostic, was larger than expected and decayed very slowly with an exponential time constant of 50 to 100 {micro}s. Experimental results were also obtained which suggest that a significant fraction of the electrons observed in the adjacent drift space were seeded by electrons ejected from the quadrupole