Corrugation Behavior in the Freight Railroad Environment
| Author(s) | Zarembski, Allan M. | |
| Author(s) | Izbinsky, G. | |
| Author(s) | Handal, S. N. | |
| Author(s) | Worthington, W. M. | |
| Date Accessioned | 2022-01-10T17:14:08Z | |
| Date Available | 2022-01-10T17:14:08Z | |
| Publication Date | 1987-10 | |
| Abstract | Rail corrugations are a phenomenon found on almost all types of railway systems throughout the world. Corrugations have been defined to be “rail head anomalies that appear on the surface of the rail in a repeatable manner along the length of the rail” (1). Though they appear as "waves" or regularly spaced discontinuities on the railhead, they are not always uniformly spaced, but tend to vary about an average (or, as shall be seen later in this paper, average range of) wavelength(s) (Figure 1). Corrugations are generally classed according to their range of wavelengths, which is the peak to peak (or valley to valley) distance between adjacent corrugations, as illustrated in Figure 1. The corresponding depth of the corrugation is the difference in height between the peak and valley of the wave. Corrugations can range in depth from .005 inch (where they are barely detectable) to .050 inch and greater (where there is no doubt whatsoever as to their presence), depending on the corrugation type and wavelength. Consequently, they can result in significant dynamic forces being applied to the rail and the rest of the track structure, as vehicular traffic moves over the site of the corrugations. However, in studying the phenomenon of corrugations it appears that rather than having simply one type of corrugations, there is a broad range of corrugations that vary in characteristics (depth and wavelength) with different conditions. This is particularly true in examining the differences in corrugations observed on heavy axle load freight railways, such as the North American freight railroads, and lighter axle load passenger and transit railways. Several authors (2,3) have suggested at least three types of corrugations corresponding to three different sets of railway conditions and operations. The first class is the very short wavelength class of corrugations, referred to as either "roaring rail (2) or "corrugations" (3), associated with light axle load passenger and transit (4) systems. These corrugations range in wavelength from 1 to 3 or 4 inches. The second class of corrugations is the "freight railroad" corrugations, most frequently associated with heavy axle freight operations. These have been referred to as "short wave corrugations" (2) or simply "short waves" (3) and have traditionally been associated with wavelengths of between 4 and 12 inches. However, as will be seen in this paper, the actual range of these corrugations is between 6 and 48 inches. The third class or corrugations, generally referred to as “long waves”, are associated with high speed types of operations. The actual range of characteristics of these wavelengths have been the subject of some debate (5), however, they have been associated with wavelength of 50inches and greater (3). In view or the significant differences in definition of the different classes of corrugations, and the need for a suitable identification of the type of corrugations found in the North American freight railroads, it was determined that a detailed examination of the characteristics of these freight railroad corrugations was required This paper presents the results of this examination of the characteristics or North American freight railroad corrugations. As noted above, this study addressed the wavelength band of corrugations most frequently found on the North American freight railroads. Specifically, this report will examine the general distribution of corrugation, both by wavelength, and by depths. The relationships between corrugations; found on five different freight railroads, the influence of track structure (wood ties vs. concrete) on the corrugations, and the effect of rail grinding on corrugation removal. In addition, it attempts to address the issue of the consequences of corrugation. i.e. the effect of corrugations on wheel rail dynamics. It must be noted here, that while these results represent a significant amount of effort, both in the collection of a large amount of data from five different railroads, and in the analysis of this data, the results presented in this paper represent the preliminary results of this study. | en_US |
| Citation | Zarembski, A. M., Izbinsky, G., Handal, S. N., & Worthington, W. M., “Corrugation Behavior in the Freight Railroad Environment”, American Railway Engineering Association (presented at the March 1987 Annual Conference, Chicago), Bulletin 712, Vol. 88, October 1987. | en_US |
| ISSN | 0003-0694 | |
| URL | https://udspace.udel.edu/handle/19716/29929 | |
| Publisher | American Railway Engineering Association | en_US |
| Keywords | Freight Railroad | en_US |
| Keywords | Corrugations | en_US |
| Title | Corrugation Behavior in the Freight Railroad Environment | en_US |
| Type | Article | en_US |
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