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ALI TAJADDINI, PETRACK‐TRAIN INTERACTION PROGRAM MANAGER
OFFICE OF RESEARCH, DEVELOPMENT, AND TECHNOLOGYOFFICE OF RAILROAD POLICY AND DEVELOPMENT
FRA High‐Speed Adjustable Perturbation Slab Track
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Two Primary FRA Offices
Office of Railroad Safety• Rulemaking and Enforcement
• Rail Safety Improvement Act (2008)
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Two Primary FRA Offices (cont)Office of Railroad Policy and Development
• Obligation and oversight of grants and loans (Amtrak, RRIF, HSIPR, TIGER, etc.)
• National Rail Plan
• Passenger Rail Investment and Improvement Act (2008)
• Research and Development and Technology
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OFFICE OF RESEARCH, DEVELOPMENT, AND TECHNOLOGY
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Track Research DivisionEquipment and Operating Practices DivisionTrain Control & Communications DivisionHuman Factors Research Division
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TRACK RESEARCH DIVISION
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Track –Train Interaction Program• Derailment Prevention• Wheel/Rail Interface• Modeling/Simulations• Track geometry
Track and Structure Program• Rail Integrity• Tie and Fastener Research• Ballast and Subgrade Research• Bridge Research
Equipment and Facilities
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Vehicle Track Interaction ResearchResearch in Vehicle/Track Interaction area aims to reduce the risk of derailments and other accidents attributable to the dynamic interaction between the track and the vehicles.
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VTI Safety
Vehicle
Wheel Profile
Suspension
Load Condition
Track
Track Layout
Track Geometry
Operation
Cant Deficiency
Speed
/Wheel/Rail Interface
Friction
Contact Geometry
Rail Profile Wheel/Rail Forces
Derailment SafetyTrack Loading
Vibrations & Dyanmics
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Track‐Train InteractionResearch Partners:
VolpeRailroadsEnsco, TTCI, NRC, KLD, Universities, others
Products:ATGMSVisual Joint Bar Inspection SystemRide Meter( VTI, ARMS, rMetrix)Optimization of Amtrak Wheel/rail InterfaceRCFS
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y
Safe Limits on Track Structure and “Geometry”
k hi
Deficiency
TrackworthinessQualification for high speed and high Cant
Deficiency
Monitoring and Inspection
High Speed Track Safety Standards
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VTI Derailment Criteria
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Purpose of Criteria: Vehicle dynamics do not overload track, vehicle, or cause injury to passengers
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Vehicle Qualification
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FRA Cars in Service
High Speed Research Car DOTX216 (T‐16)
Gage Restraint Inspection Car DOTX218 (T‐18)
Track Inspection Car (ATIP) DOTX217 (T‐17)
Track Inspection Car (ATIP) DOTX219 (T‐19)
Track Inspection Car (ATIP) DOTX220 (T‐20)
Autonomous Track Inspection Car (ATIP) DOTX221 (T‐21)
Only 125 mph operation (NEC) Track Geometry, Ride Quality, Rail Cant,
Self propelled capability
Only Car with GRMS, Testing speed limited to 50 mph, Rail Cant, Track
Geometry, 3D Right‐of‐Way Scanner, Self propelled capability
Track Geometry, Ride Quality, Rail Cant,
Self propelled capability
Track Geometry, Ride Quality, Rail Cant, Towed
Ride Quality, Track Geometry, Towed
ATIP Support Vehicle DOTX223 (T‐23)
Storage, Axle count car
University Support R4
Research Car
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High Speed Adjustable Perturbation Test Track
Why Building Test track:• Need to validate the accuracy of track geometry Measurement systems
– Current Methods use statistical procedure to evaluate repeatability of measurement system
– Desired a test facility and procedures to validate the accuracy and repeatability of the system
• Need to provide an utility that can be used for Vehicle model validation with known input.
Asked TTCi to Design and Build the Test Track
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FRA ‘s Transportation Technology Center
• 52 square miles near Pueblo, CO
• ~50 miles of test track
• Max. testing speed – 165 mph
• Laboratories and workshops
• Association of American Railroads
has been the Care, Custody and
Control contractor since 1982
• Transportation Technology Center,
Inc. took over in 1998
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HS‐APTT• The testing facility includes the specially designed tie plates
adjustable so that a maximum vertical perturbation of 2 inches can be installed while lateral adjustment of 1.5 inches is possible on either rail.
• Specially designed plates and shims allow track geometry deviations with a resolution or accuracy of 1/8 inch.
• In addition, track properties such as resiliency and damping can be adjusted and controlled.
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HS‐APTT
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Construction
Placement of bottom mat
rebar on finished subgrade
Tie plate assemblies in place awaiting rail threading.End and rear forms for slab in place.
Threading rail onto temporary tie supports prior to attachment of tie plate assemblies to the rail.
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Construction
Iron Horse Engineering casting frame supporting railand tie plate assemblies for concrete casting
Photos showing top rebar mat and coverage of critical components prior to casting of concrete.
Casting of concrete using a pump
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Finished Track
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Adjustable Tie plates
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Tie plates are moved in and out to introduce lateral deviations.
Shims are used to adjust the vertical height of the rail.
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Wayside Instrumentation
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Examples of Vertical Perturbations Installed
‐1
‐0.75
‐0.5
‐0.25
0
0.25
0.5
0.75
1
0 50 100 150 200 250 300 350 400 450 500
Profile
(inche
s)
Distance (feet)
Outside Rail Inside Rail
62 ft 31 ft 31 ft 31 ft
‐1
‐0.75
‐0.5
‐0.25
0
0.25
0.5
0.75
1
0 50 100 150 200 250 300 350 400 450 500
Profile
(inche
s)
Distance (feet)
Inside Rail Outside Rail
31 ft 62 ft31 ft 62 ft
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Perturbation Measurements• Each set of perturbations was measured using a push cart measurement
system and traditional survey measurements to provide “ground truth” for comparison to the TGMS measurements.
• The FRA DOTX‐216 track geometry test car was operated over the HS‐APTT with the introduced deviations.
• Test runs were made at several different speeds from 15 to 100 mph. Each test speed was repeated 3 times, and in both directions of operation to allow comparisons for repeatability.
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Vertical Perturbations and Push Cart Geometry Measurement at HS‐APS
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FRA Track Geometry Car Testing
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Test Sequence• Completed four track configurations during initial set of testing:
– Case 1 – No Deviations• 48 runs• Included clockwise, counter clockwise, forward and reverse runs • Test speeds: 20, 40, 80, and 100 MPH
– Case 2 ‐ Outside 31’ Profile MCO• 72 runs• 20, 30, 40, 60, 80, and 100 MPH
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Test Sequence– Case 3 – Inside 31’ Profile MCO
• 72 Runs• 20, 30, 40, 60, 80, and 100 MPH
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Test Sequence– Case 4 – Blind: – 72 Runs
• 20, 30, 40, 60, 80, and 100 MPH
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Closing Remarks• This test track can be used to accurately create different types of
track geometry anomalies at different wavelengths, including surface, gage, alignment, and cross level deviations, and combinations of these types.
• It is designed to test the adequacy of track geometry measuring vehicle accuracy
• Also designed for validating vehicle‐track interaction modeling simulations.
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Closing RemarksNext Step:• Finish more tests with DOTx216 to test lateral deviations• Write a procedure for testing and validating track Geometry
Measurement system• Test FRA’s cars Annually to verify the accuracy and calibrate
the system• Continue model validation effort using test track• Recommend a procedure for Vehicle model validation
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