Dynamics of transport

Ecosystem Railway
⚫ A railway may be defined as a high value, fixed guidance land transport system, carrying
passengers and freight in purpose-built containers, using specifically designed, high
power traction systems and controlled by high integrity safety systems. Railways are
subject to strictly regulated safety regimes, require reliable long distance communications
and specially trained staff meeting defined medical requirements, sometimes working
alone in hostile environments. The costs of construction, operation and maintenance of a
railway do not normally offer a commercial return on investment and therefore requires
substantial government subsidy, thus bringing with it a high degree of intrusive
political interference and often malevolent media reporting.

⚫ The life of railway assets is usually in the range of 20-40 years for electrical and
mechanical systems and 60-120 years for fixed civil engineering infrastructure, assuming
properly managed and regular maintenance. This life cycle drives a need for a long term
approach to the initial system design, to the strategic management of existing systems
and to the development of replacement strategies.
 Railway as a System

⚫ A railway is a system. It comprises many parts that fit together to

make the system work. If any of the parts fail to operate correctly, the
system will quickly stop functioning and the railway’s customers,
both freight and passengers, will see a deterioration in the service
provided.
COACH
 Basic Structure

Based on the basic structure Indian

Railways has following types of coaches.
■ IRS Coach
■ ICF Coach
■ BEML Coach
■ LHB Coach
ICF COACH

SHELL

Bogie
 ICF COACH

■ Integral design
■ Anti telescopic
■ All coil springs
■ Air brakes/Vacuum brake
■ Self aligning spherical Roller bearings
■ Stainless steel body for anti corrosion
■ Better riding comforts
 ICF SHELL
G✌☼ ☹🖐🕱 ☜
CARLINE

G✌🕱❄ RAIL
CANT ☼✌🖐☹

BODYPILLAR
🖏🏳✡ 🏱🖐☹☹✌☼

LIGHT RAIL
☹🖐☝☟❄ ☼✌🖐☹

WAIST RAIL
🕈✌🖐🌢❄ ☼✌🖐☹

🌢🏳☹☜ 🖏 ✌☼
SOLE BAR

🌢🖐☜ 🕈✌☹☹🌢☟☜☜❄
SIDE WALL SHEET
G🏳☼☼⇧☝✌❄☜
CORRUGA TED TROUGH FLOOR

SHELL FOR ICF COACHES (CROSS SECTIONAL VIEW)

PART- I

BOGIE FRAME

X
A

BOGIE BOLSTER

Z
B

F
#
L.S. BEAM

RAIL LEVEL
2896 (WHEEL BASE)
 BRAKE BLOCK
BRAKE BEAM CENTRE PIVOT

BOGIE FRAME ANCHOR LINK

2364
3950
EQUALISING STAY
WHEEL AXLE

BOGIE BOLSTER
SIDE BEARER
LHB COACH
 LHB /FIATCOACHES

Contract with M/s LHB in 1995 to supply

• 19AC 2nd class chair car
• 2AC Executive class chair car
•3 Generator cum brake van TOT
available for

• AC first class sleeper

• AC second class sleeper

• AC pantry car

AC 3 tier developed by IR
 LHB /FIAT COAHES FEATURES

•Shell manufactured by LHB and bogie by FIAT based on

EUROFIMA concept
• Speed potential 160 kmph can be raised to 200 kmph

• AAR ‘H’type tight lock coupler

• Window with double glazing with inert gas in between

• Noise and heat insulation

• Two microprocessor roof mounted air conditioned unit

 LHB /FIAT COAHES FEATURES

•Axle mounted EP type disc brake with wheel slide protection

•Interlocking type of joint between vertical and longitudinal
stiffener
• Use of stainless steel to minimise corrosion
• Modular design interior
• Hygienic toilets with controlled discharge
• Spherical roller bearings
BOGIE GENERAL ARRANGEMENT
CLASSIFICATION OF COACHES

■ Main Line Coaches

■ Suburban Passenger Coaches
■ Other Coaching Vehicles
 Main Line Coaches
Requirements
• Journey is longer therefore better ride index 3.5
• More space per person
• Cushion seats or berths
• Toilet facilities
• PassengerAmenities
• Doors
• Vestibules
 Types of Main Line Coaches- Based on Passenger Services

NonAC Services AC Services

General Class AC Three Tier
Three Tier Sleeper AC Two Tier
Chair Car AC Chair Car

First Class AC Executive Class

AC First Class
 Garib Rath

•Seating capacity 102 against usual

73
• Speed potential-130 KMPH

• AC with 3 doors aside

• Each passenger with snacks
table,magazine bag and bottle stand
• Each row with window
• Cell Phone charger
• Four emergency windows
 Composite Classes

•AC first class coaches with one section having sleeping accommodation
and rest being a chair car- Coal field Express
•Composite first and second class coach with two compartment being 1st
class (6 berths) rest 59 are 2nd class berths. Only handful of this type.
•Earlier odd mixed accommodation which was like a 2 Tier sleeper coach
but provided sleeping accommodation only for some passengers in the
upper berths (24) and lower berths are for sitting only(48)
•Double decker coaches on WR- Flying Rani, They have a single level at
either end with the double deck portion forming mostly of the middle of
the coach. Underframe has a well. Used mainly for intercity traffic but not
very popular.
DOUBLE DECKER COACHES
Suburban PassengerTraffic Coaches

Requirements
• Journey is short mainly intercity or city transportation

• Berth are not provided.

• No facilities for toilets.

• Less passenger amenities.

• Wider doors.

• Floor at the platform level.

• More space for standing.

• Suspension system to suit variation in load.

• Ride Index = 4.0 for EMU/DMU

• HighAcceleration/deceleration
Suburban PassengerTraffic Coaches-Types

• Electric Multiple Unit(EMU).

• Main Line Electric Multiple Unit (MEMU)
• Diesel Multiple Unit
• Rail Bus
 Electrical Multiple Unit

•Run in suburban section of

Mumbai, Kolkatta, Chennai
•Fast acceleration and
deceleration
•Basic unit is 3 coaches where
one motor coach and 2 trailer
coach
• Run in consist of three units
• First and Second Class accommodation is available
• Coach for ladies are also provided
 Other CoachingVehicles

• Accident Relief Medical Van

• Accident Relief Train
• Parcel Van
• Inspection Carriage
• Pantry Car
Basic requirements of passanger coaches

ALTHOUGH ALL FEATURES OF VEHICLE DESIGN COLLECTIVELY DETERMINE

ITS SUITABILITY
FOR A GIVEN APPLICATION , THE RUNNING GEAR HAS THE MOST
PROFOUND INFLUENCE.

⚫ STATUTORY REQUIREMENTS & CUSTOMER SPECIFICATION

⚫ RELIABILITY AT CRITICAL HIGH SPEED
⚫ SUPPORT AND STABILITY
⚫ GUIDE THE VEHICLE ON STRAIGHT AND CURVES TRACK
⚫ SMOOTH CURVE NEGOTIATION
⚫ EFFICIENT BRAKING SYSTEM
⚫ ADEQUATE RIDE COMFORT FOR PAY LOAD
⚫ SAFETY OF PASSENGERS,
⚫ PASSENGER APPEAL WITH IMPROVED ASTHETICS
⚫ LOW MAINTENANCE COST
⚫ ECONOMICAL PRODUCTION AND ENVIRONMENTAL IMPACT
Safety : load carrying members must resist fracture under all loading conditions
ensuring no wheel derailment over all expected track geometry and operating
conditions.

bogie represents multi degree of freedom vibratory system experienced dynamic

loading as a result of track and wheel roughness excitation. so rational structure
design and analysis should be based on dynamic load conditions as fatigue will
predominate.

Suitable load equalization required for suspension so that even one wheel is raised
or lowered in reference to remaining three wheels, all for wheels should receive
approx. equal loading.

Good tracking and steering: derailment possibility increases substantially when wheel
flange tends to climb the rail with angle of attack ( wheel not parallel to track). bogie
should have good tracking and steering., sever dynamic instability occurs in bogie
hunting mode.

Anti skid controls : braking thru wheel can be as good as the available adhesion at
wheel rail interface. slipping should be prevented as co-efficient of sliding friction is
much smaller than static friction. anti skid controls more effective as it prevent
sliding and produce high adhesion..

Comfort : is determined by spring rate and damping of sec. suspension. soft springs
can be expected to give good ride but too much softness results in high amplitude low
frequency roll & bounce and can lead to seasick sensation.
VEHICLE DYNAMIC SIMULATIONS HELPS TO PRE INVESTIGATE THE
QUASISTATIC AND DYNAMIC BEHAVIOR OF RUNNING VEHICLE SYSTEM IN
DIFFERENT DYNAMICS CONDITIONS WITH SPECIFIED GEOMETRY CONDITIONS.
TO OPTIMIZE THE SUSPENSION CHARACTERISTICS FOR DESIGNED CRITICAL
SPEED OF VEHICLE.

QUASISTATIC : WHEN VEHICLE RUNS WITH CONSTANT SPEED ON IDEAL TRACK

WITH CONSTANT CURVE RADIUS, CANT AND WHEEL RAIL FRICTION

To workout high quality and reasonable dynamic behavior solutions it is

necessary to better understand the function of components and loads acting
on the different sub systems of bogie.
CONTRUCTIONAL DETAIL OF CONVENTIONAL BOGIE
 Salient features – Eurofima bogie
DIP FRAME – TO LOWER CENTER OF GRAVITY
SHORTER WHEEL BASE – FOR BETTER CURVE
NEGOTIATION
FLEXICOIL SOFTER SECONDERY SUSPENSION :-
FOR BETTER RIDE QUALITY
CARTRIDGE BEARING :- FOR BETTER LIFE CYCLE
AGAINSTAXIAL LOADS & EASE OF FITMENT
ANTI ROLL BAR – TO CONTROL ROLE FREQUENCY
DISC BRAKE ARRGT. – FOR SHORTER EMERGENCY
STOPPING DISTANCE
YAW DAMPER – TO SUPRESS HUNTING FORCES
LATERAL & LONGITUDINAL BUMP STOP, CURVE
ROLL - TO CONTROL COACH MOVEMENT WITH
RESPECT TO BOGIE.
BOGIE BODY CONNECTION – FOR ISOLATION OF
NOISE AND VIBRATIONS
Axle wheel set parameters
SMALL WHEEL BASE – BETTER CURVE NEGOTIATION
SMALLER TREAD DIA.- BETTER STABILITY
 ARTICULATED
PRIMARY
SUSPENSION WITH
CONTROL ARM.

HELICAL SPRING WITH

DASHPOT ARRANGEMENT

⚫ Spring design
⚫ Stress=Gd^4/8Dm^3N --N/mm.
⚫ RDSO SPEC WD-01-HLS-94 REV-3
⚫ (HOT COILED HELICAL MAINLINE SPRINGS)
⚫ MATERAIL – IS:3195-92
CONICAL RUBBER
⚫ d<30 -60 - Si 7 , 30<d<60 - 52Cr4Mo2v
SPRING
PRIMERY SUSPENSION (HELICAL SPRINGS) :
LATERAL STIFF 5 TIMES THE VERTICAL STIFFNESS AND
LONGITUDINAL STIFFNESS. 16 TIMES OF VERTICAL STIFFNESS OF.
 Secondary Suspension
Vt . Stiff. =471 N/mm

d=42 mm
Dm=242mm
N= 6.25

Helical coil suspension Conventional Bogie

Vt .Stiff.=241-O, 129 -I
N/mm
d= outer 34 inner 26
Dm= outer 246, r 138
n= outer 8.3, inner=6.6
F.H. =outer707 inner 663 - I
Flexi-coil suspension
RCF – Fiat Bogie
BRAKING TECHNOLOGY
FORCE TRANSMISSION IN
BOGIE

⚫ Vertical Forces
 From Car body to bogie frame through secondary suspension
 From Bogies to axle through primary springs.

⚫ Lateral Forces
 From car body to bogie frame through side bearer on bolster . From
bolster to lower spring beam via equalizing stay and hangers.
 From bogie frame to axles through dash pot arrangement

⚫ Longitudinal traction and braking forces:

 From car body to bogie bolster thr’u center pivot arrgt.

 From bolster to bogie frame thru anchor links.

 From bogie frame to axle through axle guide bush.

 MOTIONS OF FIAT BOGIE

⚫ LONGITUDINAL-PARALLEL TO FLOOR PLANE, IN TRAVEL DIRECTION

⚫ LATERAL-PARALLEL TO FLOOR PLANE,
RIGHT-ORINTED TO TRAVEL DIRECTION
⚫ VERTICAL-PREPENDICULER TO FLOOR PLANE
⚫ ROLL-ROTATION AROUND THE LONGITUDINAL AXIS OF THE
CARBODY
⚫ PITCH-ROTATION AROUND THE LATERAL AXIS OF THE CARBODY
⚫ YAW- ROTATION AROUND THE VERTICAL AXIS OF THE CARBODY
 LATERAL CLEARNCE OF TRACK - WHEEL
LATERAL CLEARNACE MEANS POSSIBLE DISPLACEMENT OF A WHEEL UNTIL
FLANGE CONTACT IS REACHED.. BECAUSE OF THIS LATERAL PLAY BOGIE
MOVES IN SINE WAVE MOTION.
DISCOMFORT ASSOCIATED WITH TRACK & WHEELs

ROAR :
OCCURES ON STRAIGHT TRACK CAUSED BY WHEEL TRESPONSING TO MICRO
ROUGHNESS OF TRACK AND WHEEL.

– MAINTAINED TRACK AND WHEELGRINDING

IMPACT :
DUE TO TRACK JOINTS AND LARGE RUNNING SURFACE ROUGHNESS.

– JOINTLESS TRACKS

SQUEAL :
OCCURES WHEN VEHICLE NEGOTIATE CURVES . IT IS MOST ANNOYING AS IT
CONTAINS COMPONENT WHICH IRRITATE RECIVER. –

-- DAMPING OF WHEEL-RESILEINT WHEELS.

CAR BODY EIGEN MODES
MODEL WITH 2 DEGREE OF FREEDOM

SHELL
DAMPER
SEC. SPRING
BOGIE

PRI. SPRING
TRACK

WHEEL SET

EQUATION OF MOTION
 VEHICLE DYNAMIC MODELLING
CONCEPT DESIGN
MATHEMATICAL MODEL

LINKANGE
Bushing
PROPERTY FILES
Bump
and WHEEL TRACK GEOMETRY
rebound
SIMULATION RUN
$
------MDI_HEADER
stops
[MDI_HEADER]
Damper
FILE_TYPE = 'dpr'
FILE_VERSION = 4.0
Spring RESULT REVIEW
FILE_FORMAT = 'ASCII'
$
-----------UNITS REVISION OF PROPERTY VALUES
[UNITS]
LENGTH = 'meter‘
ANGLE = 'degrees‘ RE- ITERATION
FORCE = 'newton‘
MASS = 'kg‘
TIME = 'second'
$
CURVE
[CURVE]
{ vel force}
-1.0 -1000.0
-0.28 -400.0
-0.16 -300.0
-0.09 -200.0
-0.04 -100.0
0.0 0.0
0.04 100.0
0.09 200.0
0.16 300.0
0.28 400.0
1.0 1000.0
 ADAMS/Rail Product Overview
⚫ New Architecture
 Template builder
 Standard user interface
⚫ The Track Definition
⚫ The Wheel/Rail Contact
Models
⚫ Typical ADAMS/Rail
Analysis
⚫ Post-processing
⚫ Integration and
Customisation

54
 Linear A nalysis
EIGEN VALUES (Time = 0.0), FREQUENCY UNITS: (hz)

MODE UNDAMPED NATURAL DAMPING

NUMBER FREQUENCY RATIO REAL IMAGINARY

Linear analysis 1
2
2.125790E+000
6.116780E+000
1.000000E+000
1.000000E+000
-2.125790E+000
-6.116780E+000
0.000000E+000
0.000000E+000
-

Table results:
-
 -
52
3.075898E+001 5.485812E-001 -1.687380E+001 +/- 2.571750E+001

⯍ Eigen-modes number
53
3.104307E+001 5.493722E-001 -1.705420E+001 +/- 2.593890E+001
54
4.201908E+001 4.586393E-001 -1.927160E+001 +/- 3.733910E+001
55
4.466149E+001 4.412370E-001 -1.970630E+001 +/- 4.007880E+001
⯍ Eigen-frequency 56
3.181214E+002
57
3.181214E+002
9.669863E-001
9.669863E-001
-3.076190E+002
-3.076190E+002
+/- 8.106630E+001
+/- 8.106640E+001

⯍ Damping ratio
60
3.181246E+002 9.669826E-001 -3.076210E+002 +/- 8.107160E+001
………………..
61 ……………….. ……………….. ……………………

 On-screen animation
• Modes animation: pitch, roll, yaw, etc…

CARBODY BENDING FREQUENCY -10 Hz

PITCHING OF BOGIE-15 Hz SEPERATED BY UNDERROOT 2
MAX. BUFFER DROP TARE TO GROSS ≤75mm.
TILTING COEFFICIENT LESS THAN 0.4
 Stability Analysis

• Critical speed:
⚫ Linear interpolation of the first undamped eigen-mode
• Post-processor:
⚫ Undamped natural frequency against velocity
⚫ Undamped natural frequency against Damping ratio
⚫ Damping ratio against velocity

UN DAMPED MODE AGAINST DIFFERENT STEPS OF VELOCITY TO

WORKOUT PERCENTAGE DAMPING OF BOGIE HUNTING MODE V/S
COINICTY AND VELOCITY

WITH FRICTION COEFFICIENT OF 0.4 (ERRI B 176) ,

LATERAL GUIDENCE AND STABILITY :
LARGE LATERAL DISPLACEMENT ARE LIMITED BY WHEEL FLANGES RUBBING
AGAINST THE SIDE OF RAIL. THE FLANGES ALSO PROVIDES REACTION FORCES TO
TURN THE BOGIE AROUND A CURVE TRACK.

THIS SELF STTERING CAPABILITY CAN RESULT IN UNSTABLE LATERAL OSCILLATION.

TWO TYPES OF UNSTABILITY :-

FIRST UNSTABLE MODE OCCURS AT LOW SPEED WHEN FREQ. OF WHEELSET OR BOGIE OSCILLATION
IS CLOST TO THE NATURAL FREQ. OF THE BODY ON ITS SUSPENSION.
SECOND WHEN CRITICAL SPPED OF BOGIE HUNTING IS REACHED MODE REMAINS UNSTABLE FOR
ALL SPPED THERE AFTER.

THE MAIN PARAMETER HAVING PROFOUND EFFECT IS EFFECTIVE CONICITY FOR HIGH RESPONSE TO
TRACK INPUT A HIGH CONICITY IS REQUIRED
.CRITICAL SPPED OF BOGIE HUNTING IS APPROX. INVERSELY PROPORTIONAL TO SQUARE ROOT OF
EFFECTIVE CONICITY.

LARGER CONICITY THE LOWER CRITICAL SPEED OF BOGIE HUNTING.

 Dynamic Analysis
Vehicle By Considering Y/Q Ratio, Total Lateral Forces On
The Wheelset And TheYaw Angle.

 Curving Behaviour:
 Lateral & longitudinal creep contact forces
 Study the wheel rail interface
 Ride test:
Comfort analysis (body accelerations)
Virtual acceptance of new or modified vehicles

 Derailment investigation: Ride behavior of car body in

Derailment factor vertical and lateral direction at
Study the cause of derailment (track fault) centre pivot point of floor level
 Vehicle acceptance test (quasi-static)
Bogie rotation test (X-factor - UK)
Wheel Unloading test (ΔQ/Q - UK)
On Sharpest Curve With Discrete Track Perturbations At Quasi-static Speed, Limit
Values As Per UIC 518 Y/Q ≤0.8 FOR R≥300M AND Y/Q
≤ 1.2 FOR R≥ 150M With Track Twist According To ERRI B55

Quasi-static limit for lateral forces in curves = 60 KN ( V=5.4 KMPH) AS

PER UIC-518.
 Sperling Ride Index
the h um an s ensat i o n of c om fo rt is de p en de nt on d isp l ac e m ent , ac ce l erat i o n an d ra te of
c h a n g e of a c c e l e r a t i o n .

b a s i c a ll y, t he s e indices are function of the amplitude of vibration and frequency of

vibration.

R.I. = 3.56 [ nx/  nxf * (f)]1/10

Mean Accn = b RIDE INDEX APPRECIATION
X = b3/106 ( cm/s2 ) 1.0 VERY GOOD
1.5 ALMOST VERY GOOD
N = No. of peaks 2..0 GOOD
f = Frequency correction factor 2.5 ALMOST GOOD
3.0 SATISFACTORY
3.25 LIMITED SATISFACTORY
3.5 JUST SATISFACTORY
4.0 OPERABLE
4.5 NOT OPERABLE
5.0 DANGEROUS
The following classification of ride indices with reference to subjective appreciation
is usually adopted:

Ride Index Appreciation

1.0 Ver y Good
1.5 Almost Ver y Good
2.0 Good
2.5 Almost Ver y Good
3.0 Satisfactory
3.25 Satisfactory with
limitations
3.5 Just Satisfactor y
4.0 Operable
4.5 Not Operable
5.0 Dangerous
TILTING COEFFICIENT

Tilting Co-efficient As Per UIC-505-5 Should Be Less Than 0.4 At High Speed On The
Sharpest Curve With Max. Permitted Cant Deficiency For Keeping The Vehicle Within
Dynamic Moving Guage And For Passenger Comfort.

For Tilting Angle Lateral Eccentricity Of Cog And Wind Forces Are Considered.
Anti Roll Bar Used To Control Excessive Rolling Motion And To Control Roll
Frequency. Low Roll Freq. Can Lead To Nausea Associated With Sea Sickness.
Train's tilting mechanism

The tilting train cancels centrifugal

force of the curve railroad segment at
sway and is not decelerated speed of
tilting train in the curve

Through tilting train simulator

experiment, we are willing to know the
stress, one of element of ride comfort,
by monitoring change in the heart rate
and blood pressure of simulator riders
according to tilting angle.
 World wide high speed trains.

TGVfrance
(Train à Grande Vitesse =
High Speed Train). –
Tested speed=581 km/h
(current world record)

The SHANGHAI MAGLEV

TRAUIN top speeds of
431 km/h (268 mph), the
fastest high-speed train in Taiwan's Japanese-
service in the world. built 300 km/h
operating.
MLX01 maglev train super conductor magnet bogie

The JR-Maglev system uses an electro dynamic

suspension system (EDS). The maglev-trains
have superconducting magnetic coils, and the guide
ways contain levitation coils. As the train moves, its
moving magnetic field create a current in the levitation
coils because of the magnetic field induction effect.
These currents create a magnetic field that interacts
with the magnetic field of the superconductive coils to
create a force that holds up and stabilises the train.
INTRUMENTATION FOR OSCILLATION TRAILS

ACCELEROMETER FREQUENCY

LINEAR STRAIN GUAGE UNIDIRECTIONAL STRESS

ROSSETE STRAIN GUAGE PRINCIPLE STRESS

LOAD CELL WEIGHING

LVDT DEFLECTION

DATA ACQUISITION SYSTEM FOR DATA RECORDING

 CRASH ANALYSIS

ANTI TELESCOPIC

RAMP – COLLISION TEST

Ride comfort evaluation
Ride comfort of all the passenger trains were evaluated with respect to ISO 2631:1997 and
Sperling Ride Index (Wz) using Matlab®.
ISO 2631:1997
ISO 2631 provides basic and additional evaluation methods based on the crest factor. Weighted
r.m.s acceleration is the basic evaluation method if the crest factor is less than 9 and when the
basic evaluation method is not sufficient, the running r.m.s method and fourth power vibration
dose method were used to evaluate. Guidance with respect to the use of evaluation methods
and frequency weightings for health, comfort and perception and for motion sickness are
provided. But the procedure does not take into account vibration exposure time. Basic evaluation
method uses frequency weighted r.m.s. accelerations and is defined by:
(1)
where, aw(t) is the weighted acceleration as a function of time in meters per second squared
(m/s2) and T is the duration of the measurement, in seconds.
The standard defines the total vibration value of weighted r.m.s. acceleration for all directions in
respective position. At present, however, no weighting factors for laptop or table are provided in
the standard. Therefore, the weighting factor of the floor was used for both laptop and table in this
study.
As per ISO-2631, Table 1 gives approximate indications of likely reactions to various magnitudes
of overall vibration values in public transport.
Table 1: Perception of ride comfort according to ISO-2631-1
r.m.s vibration level Perception
Less than 0.315 m/s2 Not uncomfortable
0.315 m/s2 to 0.63 m/s2 A little uncomfortable
0.5 m/s2 to 1 m/s2 Fairly uncomfortable
0.8 m/s2 to 1.6 m/s2 Uncomfortable
1.25 m/s2 to 2.5 m/s2 Very uncomfortable
Greater than 2 m/s2 Extremely uncomfortable
Sperling Ride Index (Wz)
Sperling proposed a ride index and developed the so-called Wz method (Werzungzahl). Wz is a
frequency weighted r.m.s value of accelerations evaluated over defined time intervals or over a
defined track section. For an arbitrary acceleration signal which is not necessarily a harmonic
signal the frequency weighted root mean square value of accelerations should be used. The
original mathematical expression, introduced by Sperling, has the following form
Wz = 4.42(awrms)0.3 (2)
where, awrms is the r.m.s. value of the frequency weighted acceleration aw(t) in m/s2.
In order to calculate the total Wz in a continuous spectrum the following formula is used:
(3)
where G(f) is the power spectral density for the acceleration on the floor in cm/s2 (vertical,
longitudinal and lateral), B(f) is an acceleration weighting function and f is the frequency of
vibrations.
The Wz Ride Index (RI) is determined for each direction. The main disadvantage though with Wz
is that accelerations in different directions are treated separately. In this study Wz is calculated for
all positions and directions separately.A Wz value of 2.5 is often compared to ISO weighted
r.m.s. acceleration value of 0.25 m/s2. This value is often considered as acceptable for ride
comfort on trains with respect to motions and vibrations. Table 2 gives the relationship between
the ride index and vibration sensitivity.
Table 2: Ride evaluation scale as per Sperling ride index
Ride
Index Wz
Vibration sensitivity
1 Just noticeable
2 Clearly noticeable
2.5 More pronounced but not unpleasant
3 Strong, irregular, but still tolerable
3.25 Very irregular
3.5 Extremely irregular, unpleasant, annoying, prolonged
exposure intolerable
4 Extremely unpleasant ; prolonged exposure harmful
ISO 2631 is the most precise method and has been adopted by most of the countries and railway
companies in the world. However, in some cases Sperling ride index (Wz method) is more
convenient to use because it finally results in a pure number, whi
 IMPORTAN T TRACK DESIGN
PARAMETERS TO CATER SEMI HIGH
SPEED
&
HEAVIER AXLE LOADS TRAINS
Important track design parameters to cater semi high speed &
heavier axle loads trains:

The paper deals with consideration of important

Track design parameters mainly
I. Static stresses due to vertical bending
Ii. DYNAMIC AUGMENT
Iii. Rail wheel contact stresses
Iv. FORCES DUE TO WHEEL FLAT & BAD WELD
V. Target defect wave length measurement &
Correction
Vi. RATE OF CRACK PROPAGATION DUE TO FATIGUE FLAW
IN RAIL /WELD
Vii. IMPLICATIONS OF SPECIFIC LOCATIONS SUCH AS
A) curved track
B) abrupt change in sub grade stiffness
Viii.RATE OF TRACK GEOMETRY DETERIORATION &
FACTORS AFFECTING IT
Ix. RECOMMENDATIONS
 Calculation of rail stress due to rolling stock – Theory:
beam on elastic foundation
THE LOADING CONSIDERED ON INDIAN RAILWAYS FOR
CALCULATION OF RAIL STRESSES
(TRACK STRESSES) ARE EXPLAINED IN THE FIGURE BELOW:

Stresses at centre of foot = stress due to vertical bending

Stresses at edge of foot = a + b – c + d
I. Static stresses due to vertical bending

Static Stresses in i) M(X) = 𝑸𝑳 ()

𝟒
Rail 𝑥 𝑆𝑖𝑛 𝑥
Where () = e-x/ L 𝑐𝑜𝑠 − x ≥0
𝐿 𝐿
ii) Maximum BM under single load =𝑸𝑳
𝟒
where L = characteristic length = (4𝐸𝐼)1/4
𝑈
𝑸𝑳
iii) Mean stress in rail σ =
mean 𝟒𝒛
where z is section modulus relative to rail foot.
Static Rail seat Qs = Q S ( 𝑼 )1/4
𝟔𝟒𝑬𝑰
load for sleeper U is track modulus i.e. load per meter length of track to cause unit deflection in track
𝑼
𝑭𝒎𝒆𝒂𝒏 𝑸 𝑸𝑺 𝑸𝑺 𝟏/𝟒
Vertical stress σsb mean = = = = 𝟔𝟒𝑬𝑰
on ballast bed 𝑨𝒔𝒃 𝟐𝑳 𝑨𝒔𝒃 𝟐 𝟒 𝑬 𝑰 𝟏/𝟒 𝑨𝒔𝒃
𝑼
Where 𝐴𝑠𝑏 = contact area between sleeper & ballast bed for half sleeper.
High speed passenger trains
Implications:
Heavier axle load freight trains
( increase w.r.t 22.5 t axle load)
160 kmph 200 kmph 30 t 32.5 t

No change 33 % increase 44% increase

ACTION PROPOSED-1:
T H E F A T I G U E L I F E O F T RA C K C O MPO N EN T S MA I N L Y RA I L ,
SLEEPER, RUBBER PAD, ERC REQUIRED TO BE EVALUATED
/ ASSESSED FOR HIGHER STRESS CYCLE.
OTHERWISE UNDER HIGHER STRESS CYCLE LOADING, FATIGU
E FAILURES ASSOCIATED WITH SUDDEN & ABNORMAL RATE OF
F A I L U RE S O F T RA C K C O M P O N E N T S M A Y T A K E P L A C E , P O S I N G
SERIOUS PROBLEMS OF SAFETY OF TRAFFIC.
II. Dynamic Augment
AS PER INDIAN RAILWAY WORKS PRACTICE (RDSO GUIDELINES) THE
DYNAMIC AUGMENT IS GOVERNED BY C -100 REPORT. THE DYNAMIC
AUGMENT REPORTED FOR VARIOUS ROLLING STOCK AT THEIR MAXIMUM
PERMITTED SPEED, BASED ON RDSO TRIALS IN JUNE-2005 IS AS UNDER:

ROLLING SPEED (KMPH) DYNAMIC AUGMENT USING

STOCK WILD (%AGE)
Box N 75 55% approx.
Box NHS 75 50% approx.
WDM2 110 95% approx.
BCN 75 50% approx.

European Practice: It is based on the following equation: σmax = DAF x σmean

Where, σmax is maximum stress in rail /sleeper /ballast bed, σmean is mean stress in rail /sleeper / ballast bed
DAF is dynamic amplification factor = 1+ t  (1+ 𝑉−60)
140
t is multiplication factor of S.D, which depends upon confidence interval (t=1, probability 68.3%, t=3,
probability is 99.7%).  is a factor which depends upon track quality (very good track  = 0.1 and bad track 
= 0.3).
 Implications
THE HIGH SPEED MEANS HIGHER DYNAMIC AUGMENT, WHICH WILL RESULT
INTO HIGHER BM & HIGHER STRESS IN RAIL, HIGHER RAIL SEAT LOAD ON
SLEEPER & HIGHER VERTICAL STRESS ON BALLAST BED & FORMATION

High speed passenger trains Heavier axle load freight

( Increase w.r.t 130 trains
kmph)
160 kmph 200 kmph 30 t 32.5 t
14% 33% No change

Action proposed-2:
The maximum stress for track components mainly Rail, sleeper, Rubber
pad, ERC under IR track maintenance conditions required to be
evaluated/ assessed for higher stress cycle.
The concrete sleeper & rubber pad will require to be redesigned. Rails
with better metallurgical properties at par with international practices,
along with efficient handling practices needs to be introduced.
 III. Rail Wheel Contact Stress

The Rail wheel contact stress is governed by Equation:

𝑄
tmax = 4.13 Where Q is static wheel load and r is
𝑟
radius of wheel negotiating the track.
Note: IR considers limiting wheel dia 580mm for
22.9T axle load and 630 mm for 25T axle load to keep
the contact stresses within limits for 90 UTS rails.
Implications
High speed passenger trains Heavier axle load freight trains
( increase w.r.t 22.5 t axle load)
200 kmph 30 t 32.5 t
No change 15 % increase 20% increase

Action proposed-3:
Rail grinding & efficient rail top profile will help the situation.
 IV. Forces due to wheel flat & bad
weld
I) THE WHEEL FLAT CAUSES GENERATION OF HIGHER DYNAMIC LOAD GETTI NG
TRANSFERRED TO TRACK. THE ADDITIONAL BENDING MOMENT IN RAIL DUE TO
WHEEL FLAT IS GIVEN BY THE EQUATION – MF = 1 . 5 7 X (1 0 5+1 1 Q ) 𝑓 WHERE
MF IS ADDITIONAL BENDING MOMENT BY RAIL I N K G - C M , Q I S W H E E L L O A D IN KG,
𝑓 IS DEPTH OF FLAT IN MM.

Figure: vertical force under Figure: P1 & P2 forces under Figure: Dynamic
passage of wheel flat passage of wheel flat amplification due to bad weld
 IMPLICATIONS: HIGH FREQUENCY DYNAMIC LOADS DUE TO POOR WELDS,
CORRUGATIONAND WHEEL FLATS ARE VERY DETRIMENTAL TO THE TRACK.C
ONCRETE SLEEPERS ARE VERY SUSCEPTIBLE TO THESE LOADS. THE
PROPERTIES OF RUBBER PAD CARRIES MAXIMUM SIGNIFICANCE. THE
LIMITING DEPTH OF WHEEL FLAT NEEDS TO BE SPECIFIED INSTEAD OF
LENGTH OF WHEEL FLAT.
ACTION PROPOSED-4: THE LIMITING DEPTH OF WHEEL FLAT NEEDS TO BE
SPECIFIED INSTEAD OF LENGTH OF WHEEL FLAT. QUALITY OF AT WELDING R
EQUIRES CONTINUOUS MONITORING & UPDATING TO KEEP AT PAR WITH
INTERNATIONAL PRACTICES

V. Target defect wave length measurement & correction

The target wave length defects are those critical defects, which are required to
be measured during track recording & subsequently eliminated during track
maintenance operation. The wavelength of critical defects depends upon speed of the
train and natural frequency of suspension system of the train.

The maximum disturbance shall occur when wave length of defect λc is such
that at a particular speed of train the forced frequency of oscillation (generated due to
defect) matches with natural frequency of suspension system.
 VII. Location specific additional factors :
Abrupt change in sub grade stiffness

The change in stiffness causes increased dynamic forces,

the extent of which is determined by speed, stiffness ratio,
damping and the length of transition. The semi high speeds
trains will require larger transition track to introduce gradual
change in stiffness of subgrade on the approach of girder
bridges, level crossing, point and crossing. This will help in
controlling rate of track geometry deterioration at locations
where there is abrupt change in subgrade stiffness.

Action proposed-7:
The transition tracks at locations involving abrupt change in subgrade stiffness
needs to evolved & introduced immediately in new constructions & in phased
manner during complete track renewals on existing tracks.
In addition better maintenance practices with semi mechanized/ fully mechanized
spot attention for these locations needs to be evolved.
 Factors affecting
track geometry deterioration

Home work
Thanks