Martin Murray, KCPM Consulting - Managing Track through Wheel Maintenance
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Transcript of Martin Murray, KCPM Consulting - Managing Track through Wheel Maintenance
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Managing track through wheel
maintenance
Dr Martin Murray
29 May 2013
Newcastle
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Who am I? • Director of KCPM Consulting (track consulting business)
• BE (Civil) 1973, PhD (Melb) 1978
• 22 years of R&D projects and consulting work for railway
industry
• Published >60 international papers on rail track
• Created railway infrastructure MEng @ QUT
• University academic for 35 years
• Grandfather, pastor, grey & bald, & >50!
• Presentation drawn from CORE2012 conference paper..
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What’s the problem?
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But aren’t track forces well understood?
Accepted wisdom for safe operation of trains & track and to
ensure long life in train & track components:
• Maximum impact force for wagons: ~230kN
• Maximum impact force for locos: ~300kN
• Where these forces are exceeded due to wheel-tread defects,
the wheels should be removed and machined..
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A rich source of data from real trains & track
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Typical maximum
permitted impact
force Weibull
distribution
What are the real forces? - 1
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What are the real forces? - 2
What’s a Weibull distribution?
I = magnitude of impact force (kN)
f = frequency of occurrence of force
(the rest are constants defining the shape of the curve)…
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Typical maximum
permitted impact
force
What are the real forces? - 3
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1.5% of all axles
> 1 million axles /annum each site
=1 axle/year
What are the real forces? - 4 Four WID sites
Three Aust. states
Three track owners
Coal & ore trains
All >100MGT/a
60-68kg/m rail
Heavy conc sleepers
≥ 250mm ballast
25-35TAL
70-80km/h
Many Gb of data
2005 to 2011
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What are the real forces? - 5
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What are the real forces? - 5
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What are the real forces? - 5
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What are the real forces? - 5
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What are the real forces? - 6
A1
A2 B
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What are the real forces? - 7
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What are the real forces? - 7
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What’s going on here? • Large impact forces at WID sites are from
defected wheels, eg wheel flats
• So, smaller impact forces must mean less
severe wheel defects in the fleet (esp for large
axle loads)
• Less severe fleet defects are related to
operator issues:
• Harder steel chosen for wheel treads, and/or
• “Gentler” driver behaviour through training &
supervision, & better braking systems, and/or
• Better policy & practice with defect detection,
removal, rectification…
www.sodahead.com
www.trainboard.com
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And the consequences are? The policies and practices of the operator
can dramatically affect maximum track
forces, which means for the track owner:
• better operator policies & practices can
mean cheaper track;
• with this sort of WID data analysis, the track
owner can:
• reward a diligent operator and/or penalise
lower quality operator;
• make informed decisions about future
growth in traffic volumes, speeds and axle
loadings…
www.kenyan-post.com
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Managing the track asset through
wheel maintenance
Dr Martin Murray
29 May 2013
Newcastle
Thank you