Locomotive crashworthiness design modifications study

Tyrell, David; Severson, Kristine; Marquis, Brian; Martinez, Eloy; Mayville, Ronald A.; Rancatore, Robert J.; Stringfellow, Richard; Hammond, Randolph P.; Perlman, Amotz

doi:10.1109/rrcon.1999.762406

Cited by 26 publications

(29 citation statements)

References 3 publications

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“…Both of these curves have high initial peak loads followed by significantly lower loads, which are approximately constant, for continued crush. Similar crush curves have been developed for locomotives (25,26), and these crush curves are also characterized by high initial loads followed by significantly lower loads.…”

Section: Lateral Componentsupporting

confidence: 67%

“…Figure 23 schematically depicts the conditions that initiated the oblique impact. Potential modifications to improve the crashworthiness of locomotive designs have been evaluated with locomotive crush and train collision dynamics models, which simulate this oblique collision (26,34,35). The maximum safe closing speed for the locomotive operator can be increased from 56 to 153 kph (35 to 95 mph) by increasing the maximum strength crush strength of the short hood when it is loaded on the outboard corner from 445 to 1779 kN (100 to 400 kips).…”

Section: Selma North Carolina May 16 1994mentioning

confidence: 99%

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Rail passenger equipment accidents and the evaluation of crashworthiness strategies

Tyrell

2002

Proceedings of the Institution of Mechanical Engineers, Part F:

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The U.S. Department of Transportation's Federal Railroad Administration's (FRA) Office of Research and Development has been conducting research into rail equipment crashworthiness. The approach taken in conducting this research has been to review relevant accidents, identify options for design modifications to improve occupant survivability, and to apply analytic tools and testing techniques for evaluating the effectiveness of these strategies. Accidents have been grouped into three categories: train-to-train collisions, collisions with objects, such as grade crossing collisions, and derailments and other single train events. In order to determine the potential effectiveness of improved crashworthiness equipment, computer models have been used to simulate the behavior of conventional and modified equipment in scenarios based on accidents. INTRODUCTIONTrain accidents can be tragic events, with loss of life and serious injuries. The crashworthiness features of the train are intended to minimize fatalities and injuries if an accident does occur. The purpose of such features is to preserve sufficient space for the occupants to ride out the collision, and to maintain the forces and decelerations imparted to the occupants within survivable levels. Structural features of the cars, such as longitudinal strength of the carbody and crush zones at the ends of cars, influence how well the cars preserve the occupant volume during a collision and the decelerations imparted to the occupants. Occupant protection features inside the car, such as compartmentalization, influence the forces imparted to the occupants.

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Section: Lateral Componentsupporting

confidence: 67%

Section: Selma North Carolina May 16 1994mentioning

confidence: 99%

Rail passenger equipment accidents and the evaluation of crashworthiness strategies

Tyrell

2002

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…In December 1999, APTA published its manual of standards and recommended practices (3). Currently, the FRA is working with the AAR and APTA to develop recommendations for crashworthiness requirements for both freight and passenger locomotives (5,6). (These organizations have also been active in other areas of railroad safety.…”

Section: Recent Standards Developmentmentioning

confidence: 99%

“…The results of that effort provided technical information for a report to Congress on locomotive cab safety and working conditions (18), published in 1996. The information developed for the report to Congress, as well as the results of efforts conducted specifically to support the RSAC Locomotive Crashworthiness Working Group (5,19,20), have been used by the Working Group to draft recommendations (6).…”

Section: Role Of Research In Developing Crashworthiness Standardsmentioning

confidence: 99%

US rail equipment crashworthiness standards

Tyrell

2002

Proceedings of the Institution of Mechanical Engineers, Part F:

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In 1999 the US Department of Transportation's Federal Railroad Administration (FRA) issued new regulations and the American Public Transportation Association (APTA) issued new standards for rail passenger equipment crashworthiness. These new regulations and standards include conventional strength-based requirements for equipment used below 200km/h (125 mile/h), crashenergy management for equipment used above 200km/h (125 mile/h) and dynamic sled testing of occupant seats.

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“…In recognition of the importance of override prevention in train-totrain collisions in which one of the vehicles is a locomotive [1,2,3], and in light of the success of crash energy management technologies in passenger trains [4], FRA seeks to evaluate the effectiveness of components that are integrated into the end…”

Section: Introductionmentioning

confidence: 99%

Locomotive Crash Energy Management Coupling Tests

Llana

Jacobsen

2018

2018 Joint Rail Conference

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Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration's (FRA's) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a pushback coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment.Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests are planned to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive retrofit with a pushback coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, carto-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests.The coupling tests of a conventional locomotive have been conducted, the results of which compared favorably with pre-test predictions. In the coupling tests of a CEM-equipped locomotive, the coupling speed for which the push-back coupler (PBC) triggers will be measured. A moving, CEM-equipped locomotive will be coupled to a standing cab car. The coupling speed for the first test will be low, approximately 2 mph. The test will then be repeated with the speed increasing incrementally until the PBC triggers. This paper describes the fabrication, retrofit, test requirements, and analysis predictions for the CEM coupling tests. The equipment to be tested, track conditions, test procedures, and measurements to be made are described. A model for predicting the longitudinal forces acting on the equipment and couplers has been developed, along with preliminary predictions for the CEM coupling tests. BACKGROUNDThe Office of Research, Development, and Technology of the Federal Railroad Administration (FRA) and the Volpe Center are continuing to ...

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Locomotive crashworthiness design modifications study

Cited by 26 publications

References 3 publications

Rail passenger equipment accidents and the evaluation of crashworthiness strategies

Rail passenger equipment accidents and the evaluation of crashworthiness strategies

US rail equipment crashworthiness standards

Locomotive Crash Energy Management Coupling Tests

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