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K. Mattsson¹, J.C.O. Nielsen², L. Fehrlund³, M. Maglio¹ and T. Vernersson²

¹Trafikverket, Gothenburg, Sweden
²Department of Mechanics and Maritime Sciences / CHARMEC, Chalmers University of Technology, Gothenburg, Sweden
³Green Cargo AB, Stockholm, Sweden

doi:10.4203/ccc.7.7.10

K. Mattsson, J.C.O. Nielsen, L. Fehrlund, M. Maglio, T. Vernersson, "On Wayside Detector Measurement of Wheel-Rail Impact Loads Induced by Wheel Flats - Data Analysis, Alarm Levels and Regulations", in J. Pombo, (Editor), "Proceedings of the Sixth International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Edinburgh, UK, Online volume: CCC 7, Paper 7.10, 2024, doi:10.4203/ccc.7.7.10

Keywords: wheel impact load detector, wheel flat, alarm level, regulations, track stiffness, track geometry.

Abstract

Wheel-rail impact loads induced by discrete wheel tread irregularities, such as wheel flats, may lead to severe damage of vehicles and tracks. In Sweden, wheel removal regulations are applied if the wheel flat is longer than 60 mm independent of axle load and train speed. Condition monitoring of wheels is carried out via measurement of peak loads in wheel impact load detectors. If measured loads exceed the alarm level 350 kN, a train speed reduction is imposed until the vehicle with the wheel damage has been decoupled from the train. In this study, measured peak loads from six detectors along a specific freight traffic route are compared for different wheel flat lengths, axle loads and train speeds. The alarm level was not exceeded for any of the wheel flats, including those significantly longer than 60 mm. To reduce costs due to unnecessary traffic disruptions while maintaining safety, it is suggested that wheel removal criteria should strictly be based on measured loads in detectors instead of by visual inspection of wheel flat length. The detectors should be subjected to regular monitoring of track geometry and should have a robust and transparent calibration procedure for measurement of dynamic wheel loads.

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Front Page Browse CCC CCP CSETS CTR IJRT Other Authors Search Purchase Guide FAQ Contact us	Civil-Comp Conferences ISSN 2753-3239 CCC: 7 PROCEEDINGS OF THE SIXTH INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE Edited by: J. Pombo Paper 7.10 On Wayside Detector Measurement of Wheel-Rail Impact Loads Induced by Wheel Flats - Data Analysis, Alarm Levels and Regulations K. Mattsson¹, J.C.O. Nielsen², L. Fehrlund³, M. Maglio¹ and T. Vernersson² ¹Trafikverket, Gothenburg, Sweden ²Department of Mechanics and Maritime Sciences / CHARMEC, Chalmers University of Technology, Gothenburg, Sweden ³Green Cargo AB, Stockholm, Sweden doi:10.4203/ccc.7.7.10 Full Bibliographic Reference for this paper K. Mattsson, J.C.O. Nielsen, L. Fehrlund, M. Maglio, T. Vernersson, "On Wayside Detector Measurement of Wheel-Rail Impact Loads Induced by Wheel Flats - Data Analysis, Alarm Levels and Regulations", in J. Pombo, (Editor), "Proceedings of the Sixth International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Edinburgh, UK, Online volume: CCC 7, Paper 7.10, 2024, doi:10.4203/ccc.7.7.10 Keywords: wheel impact load detector, wheel flat, alarm level, regulations, track stiffness, track geometry. Abstract Wheel-rail impact loads induced by discrete wheel tread irregularities, such as wheel flats, may lead to severe damage of vehicles and tracks. In Sweden, wheel removal regulations are applied if the wheel flat is longer than 60 mm independent of axle load and train speed. Condition monitoring of wheels is carried out via measurement of peak loads in wheel impact load detectors. If measured loads exceed the alarm level 350 kN, a train speed reduction is imposed until the vehicle with the wheel damage has been decoupled from the train. In this study, measured peak loads from six detectors along a specific freight traffic route are compared for different wheel flat lengths, axle loads and train speeds. The alarm level was not exceeded for any of the wheel flats, including those significantly longer than 60 mm. To reduce costs due to unnecessary traffic disruptions while maintaining safety, it is suggested that wheel removal criteria should strictly be based on measured loads in detectors instead of by visual inspection of wheel flat length. The detectors should be subjected to regular monitoring of track geometry and should have a robust and transparent calibration procedure for measurement of dynamic wheel loads. download the full-text of this paper (PDF, 1885 Kb) go to the previous paper go to the next paper return to the table of contents return to the volume description
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