دانلود رایگان مقاله لاتین خط خارج شدن ترن قطار از سایت الزویر


عنوان فارسی مقاله:

بررسی از خط خارج شدن ترن قطار کلمبوس، اوهایو ناشی از راه آهن از هم گسیخته


عنوان انگلیسی مقاله:

Investigation of a Columbus, Ohio train derailment caused by fractured rail


سال انتشار : 2016



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مقدمه انگلیسی مقاله:

1. Introduction

The National Transportation Safety Board (NTSB) is an independent United States federal government agency charged with determining the probable cause of transportation accidents, promoting transportation safety, and assisting victims of transportation accidents and their families. On July 11, 2012 at 2:03 a.m., eastern standard time, an eastbound Norfolk Southern Railway Company (NS) train derailed 17 cars within the city limits of Columbus, OH at a curve in the track. No train crewmembers sustained injuries. However, two citizens in the area sustained minor burn injuries. Approximately 100 people were evacuated from an area of 1 mile surrounding the derailment. The train consisted of 2 locomotives, 97 loaded cars, and 1 empty car. The 3rd through the 19th cars derailed. Of the cars that derailed, three (positions 12 through 14) containing denatured ethanol breached, released product, and caught fire. The derailment and ensuing fire destroyed both main tracks of the line. The railroad estimated the damage at over $1.2 million [1]. During the on-scene investigation, multiple fractured rail segments were transported from the derailment site to a separate location within the Ohio State Fairgrounds for preliminary examination. Thirty-five rail pieces were recovered from the derailment area, several of which were attached to each other by joint bars. Of the pieces recovered, 24 of the exposed fracture faces exhibited transverse detail fractures, progressive fractures that originate at or near the surface of the rail head. Three of these rail fragments were transported to the NTSB Materials Laboratory in Washington, DC for additional examination. Fractured rail has been studied extensively, with many fractures due to contact fatigue from rolling wheels of passing trains [2,3]. Besides the primary loading on the rail, secondary loading from thermal and residual stresses [4], as well asenvironmental changes such as temperature, strongly influence the likelihood of track failures [5]. Wheel-rail contact is only one of a variety of loading conditions requiring complicated long-term studies to determine appropriate life and inspection limits of rail under service [6]. The rail industry has classified rail defects and failures with nomenclature unique to the business [7]. Progressive fractures initiating at or near the rail surface, called detail fractures in North America, are denoted by the orientation relative to the rail rolling direction. Transverse detail fractures can initiate due to rolling contact fatigue failure modes such as shelling (a longitudinal separation of the rail head near the wheel running surface) and head checking (transverse cracking on the gage corner from excessive surface cold working). These failure modes are typical when shear stresses at the wheelrail contact region exceed the limits for the rail steel. Detail fractures also initiate at internal defects in the rail from manufacturing flaws [8]. Understanding and detecting these and other failure mechanisms is important in preventing catastrophic derailments due to rail failure.



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