‘ \eeieeeneniees ee reece years y sor Temes » Peer eae COMMUNGNT OF TDLA HINISERY OF RAILWAYS RESEARCH DESIGNS AND STANDARDS ORGANISATION LUCKNOW BIRST REPORT OF 1 STANDING COMMITISE FOR EVOLVING CAITARXA FOR ASSESSMGNT OF STABILIZE OF J.0COMOTIVES & ROLLING STOCK OM PHS INDIAN RATLWAYS Plotted Msc. leper Ne 2 alr S.No Ve NOVEMBER, 1966 (for official use only)Te * ee Po" PREBEACE Yor over three decades now, Reseavch & Testing of Rolling Stock for such vital aspects as sate operating speed under the Indian Track conditions and permissible axle loads has constituted one of the activities on the Indien Railvays. Before the formation of the Railway Testing and Research centre in 1992, Research Wing of the Central Standards Office took up Anvestagations and technical guidance was mostly obteined from their foreign Consulting Engineers. In 1972 vhen Railway Tosting & Research Centre was established, the research ‘and testing activity vas centralised and technical ymow-how developed as 4 result of work in the past by the Central Standards Office was properly consolidated. qhe Railway Testing & Research Centre and subsequently on its merger with the Design Organisation, the Research, Designs & standards Organisation nas undertaken considerable research work and also completed a very Large volume of testing work particularly in the field of establishing safe operating speed of rolling stock, During the course of scores of investigations and tests pecognised criteria have been applied in assessment of stability of rolling stock. safe operating speeds 50 determined have stood the test of practical conditions over the past several years, In the procosiy the Research, Designs & standards Organisation has gathered ' specialised knowledge of the Dynamic Phenonent of interaction between vehicle and track as governed by track and vehicle design features, alsgy of the factors for deciding the safe operating speed of vehicles. 26237 $006i 2. A standing comuittee comprised of Director Research, Director Stendazds (Mechanical), Director standards (civil), | Additional Director Standards (Mechanical) vith Joint eal Director Hesearch(Nechenical-2) as Secretary has been ws constituted by Director General, Hesearch Designs & a Standards organisation, The object is to co-relate the Ss existing and the past practice and data on criteria for stability and in the light of present state of Imovledge on the subject 4n the country as well as work done abroad to lay dovn eriteria for assessasnt of stability of locomotives, carriages and wagons. As a result of état deliberations of the Committee, the Criteria for Assessuent “ of stability has been evolved and has also recvived es approval of the Railway Board, ~ 3. In the following pages is given the criteria as approved at presont. Work in the field of testing and research on the subject of wheel and rail interaction 1s, however, continuing both vy the Research, Designs & standards Organisation and in the countries abroad and ‘also mew testing techniques are being perfected, Aa a result, fresh light 4s bound to be thrown on established concopticns. It is intonded that from time 40 tine the Standing Committee constituted in the Research, Designs and Stendards Organisation should review the matter and taking into account the current state of Imovledge ané developments on the subject overhaul es necossery, ‘he criteria specified. orastending comtotse « we Utanda x a oak ote Be ees ator, BessordhGhthanton 2) as 3 pres one * nt ie ie ie of hae a rail, jatercets ‘ing techniques are oes 3 lt ts Pon EiCERP ORR R a Introduction Meetings siudy. Conclusions & Recommendations Appendix. aah 5-1/ } Ping ypers of the Standing Com tio. | dor evolving criteria forascosemen’ of) | Stabiiieyrot Lcconotives. «Rolling atone) | oa“the indiah Rails Tatrotuction: oe A Standing Committee comprising the following officdrs aoe OfFRDSO has been set up by DG/RNO to determine. a 2. suitable criteria for assessment of stability of ‘locomotives, and rolling stocic on Indian Railways, = and to review the subject periodically in the light = of fresh data gathore from researeh, bota in Iniia ae and’ abroad. ‘ t Tel Director Standards(civil) .. Member. < 1:2 Digector Standards(ech) 11 Nambe. ; 1.3 Difeetor Research. 4 4 14 Mal.Director siis(tecn) 1! Ht 1.5 TtDirector Research(Nech)IT + ia Meotines: a Tho Comite held three neetings between april ma ———— une, 1965 and made an assossment of the eriteria bat i } Tor stability of tho fullowing categories cf stock: 2.1 stoan locomotive. 2 Diesel/Slectric locomotive. 2.3 Coaching stocic. 2.4 Wagons, study: : 3.1» Tho Coumittes’ took note of the special casien % featuros appllouble to each of the ahove torr ||) eategories oF, stock and relevant aspects reisted 9) | to safety as Voll as incidental effects on per- ti formance, such as, riding comfort, wear and tear of mechanism ete. In the review of the subject, due cognisance has bean taken of the present state of knowledge and testing facilities etc. |. The accoupanying note (apnendix 1) prepazed guidance ofthe commistes contains & restmo of the latest position of research in India, end #4 abroad, and particularly of oas Report 3-10, entitiea ‘Construction arrangemerts for imptoviing the riding stability and ridinz quality of! elactitic anf @iesel locomotives avi venicles.! Attention is invited to the fact that ORg have Slso included’ in their Agenda a review. of this Subject unde the heeding \Go-ordination and continuation of the development of technology of testing aml method of evaluation ane criteria of azsessttont.! : 8,2 ‘Tho Comatvtee has examined the assessment *"\ method with regard to critical value of lateral: » | forees as for track distortion conditions based ou rosearch by tho SCP and roported by ORE dn their report B-10. Tho committee have com ee he, : : Contd.ftedssgeeneeenemns! || to the conclusion that the msthod as evolved so far by the S!CF is by and large of provisiol nature and ita yot promatuce to apply 10 to our investigations in preference to oxiat: \ ing method which has proved its worthiness for Jndian track comlitions over the past years. Tha aR committee feels the necessity of: mor: i and urgent field research into the velatioa- ship existing between critical value of ‘late: forces and track strength against dynanie disturbing forces as obtaining on Indian’ coni:~ tions, These studies are considered inportant and utgent both for 90 and HG trac! Conclusions & Recommendations: the Committee's views on the oriteria of assessment both for BG and MG sections ror stability on the basis of evaluation of recerds cf oscillation tos ts cantied out by the Research Dircctorats cf RDO are rocorded bol gleam Locomotives: 4,11 A lateral force lasting more than 2 metres Should not exceed 40 per cont oF the axle load + 2 tons. 4.12 Isolated peak) yetues exceeding the above eae lini? are permissible provided the racord : shows a stabilising characteristic of 3 3 the locomotive sudsequent to tho disturbances. iy 4.13 A simultancous assessmant of the lateral force exerted by the adjacent axles ab 2 aN point whore a high leteral foroo is oxdrted Vel by a particular éclo. ti £4.14 ‘a goneral indication of stable running ieee characteristics of the locomotive a5 evidenced by. the movements of front hind trucks particularly at pointe whore high lateral forces are observed at any’, of the coupled alos. 4.16 A comparative assessment ef rocords taken ‘a of the sam locomotive at various speeds } yhich help to bring to light abnomaal Gefects in track on the selected scotions ( giving rise to a pattern of behaviour @f the locomotive in a close range of f speeds. \ 4,16 Duo allowance for high lateral force exer t- “od cA the inna whecl by @ rigid whoel E pase on the inner rail of a curve om a turnout and the recognition of the angle at contact by the relative wheels. 4.2 Dicsol & Rloct™ie. Locomotives: 4,21 x lateral force lasting more than 2 motres Should not execed 40 por cont of tp axle load + 2 tons. - 3 Contd... SchLimit are permissible provided tin recor shows a stabilfsing. characteristic o. ‘the locomotive subsequent to the distur- baness. be - | | 4:22 Tsolatnd poak ydios oxeoeding the abova 1 | 4,23 A similtaneous assessment of the lateral f foree exerted by the adjacent axles at a : point vhore @ high lateral force is exert- i tod by a particular axte, I iS ' 4,24 4 derailment conefficient should be worked | bad out in the form of ratio be e lateral | : force(Hy) and the instantaneous wheel load (9); the value Hy/Q shall not exesed 1. : 4.25 ‘The values of acceleration recorded in { oi the cab at a location as nea? as possible & to the bogio pivot shall be limited to f 0.3g poth in vertical and lateral diroc~ iB tion. Tho peak yalue uvto 0.35% may bo ¥ { b pomitted, if the recofds do not indicate @ resonant tendency in the region of poalt yal uo. 4.26. Ride index shall not be greater then 45 a value of 3.73 1s prazorred. A goneral indfeati#n of stable running i characteristics of tha locomotive as evidenced. by the Movement of Sha inde bogic on straight and curved’ track, and by tho acceleration readings and instantancotsocd variations. Garriazes: 4,31 the values of acceleration recorded in the cab at a location as near as possible to the bogie pivot shall.be limited to sag ‘both in vertical’and lateral direction. A peek value upto 0.35 may bo permitted, 4f the. records do not iniicate a resonant, tendency in the region of the peat value. Ride index shall not be greater than 3.5; a value of 3.25 1s preferred. 4,33 4 genorel indication of stable runing yk characteristics of the carriage as, evidenced by the moverents of the bogle on straight and curved track and by the geceleration regdings and instantaneous oad variations/spring deflecti uagons. 4.41 The yalue off acceleration/shel1 be Aimited to gz boph in yartical/anl leteral aitectlons- pose valugptog3se aay be Qdooptaple pegvided the records do not , indleaté any esongnt tendency. Gontds.Avé2 Ride index shall not be greater then 4.5; I a limit of 4.25 is proferrod. 4043" 2 gonoral indication of steble ruming charactoristios of the wagons as evidenced by the movements of the bogie on straight a and curved traci and by the acceleration ba Pead-ngs and ins téntaneous ‘load varlation/ oe. spring @flect ions. : 8 ‘ oz o ner: eo o ) 4.51 The committes emphasise thet in the { uation of stability on the basis of fot | j criteria recommtied for the 4 categories Bf stock, a vaDih inference may ba drawn by competing the Yeccnuonded criteria und f tha new type of th & Vohiole.already in service is Velifelo operated St a mezy sfeod at which its Satety has bacn astabaisted, tho tracie conditions for ths twe eomdra’ boing similar. ‘Ta th: committee consider that wv ilities i jo not exist for recording of letra? { forces on lecowotives, theorstinsl ostina- tion as fron recorded acealoraiton may be he carried out sus Poo prelininary as yell as for the Kigner speed based cn trials on the sane track/xatic of lateral forces estimated and Instantaneous exio load ‘ obtained. The maxinmn speed can be fixed at a stage vnere the ebove ratio doas not exceed tho value corresponding to the preliminary speed of the vehicle at which it hes bech established to ren with safety. "the Committes appreciates the teed for periodical review af the subjoct and tho duportange of essential standards for smothods (Wrneasuroments ac layout of Teconis and of selection of track etd speed 3 at which tests ara to be carried out. Tb : is proposed ‘to review these matters : | separstely ani lay down a procedure for \ guidance. i | 4,52, In subnltting tha’ aveve racomondations } |ote on. the The interaction (i) Distortion of the in the cage of locomo ‘abroad have confirmed a lift of ballast and at 40 per cent of tho od aa a gen assumption. Qe londel's Limit conditions» 2. per cont o. felt that travels at * the toad wi moving, wh: cones to) shoved ti eased 2.3) The intlue the track \_” of the sie! axle, can gj. In 1948, after inst the wheel climb in of track upto 4 mm. ‘The ear. fion word made by Ni. Blondel in 1932 on 8 counteracting Bnei that the lateral strength of tee tained fh inon tested after Su was Lifts Bile Jed alloued to return to its Ont passage of rolling 10 i pasecge Cod after tho track wae stripped waep dvith obips and rolled over by she packetiioving reiation vas establishel: ‘APPRUDIN wwe criteria for Stability assess of vehicle and trac! adjudged by assessment of its suitability structure, and (it), iamnity ras ~ the rail. in 4 tives, it had been & ood to nake a quantity assessment of the yea rer FRitos uhich would give rise to a pemansnt distortion Viest experiments: in this connec- ‘the ratio of the or. Tent of locomotives, carriages é wagons. x at speeds is from two angles: be past, particularly evspted that dis— tortion of track arises ata mich lover Tatarat, Sores ‘than that fortton to make a pnoel Climb the rail. “experiments consyotes the above thaory and stfor 3 ware dizect~ magnitude of tho stretch of treck duo ‘ieieal value was fixed Bile leads This value should be consider Sisation in the natura of set eabig Bargin for variation. Tho result SnEe) eie ‘pone saenee ac taaiaved in ieeiate a/c) oe tracks Spuee realised that the mora rigid 4 val THeMgneel base, the more it vould be dev was the subject oF Arvestigations in particalan relation to qedian research had reve eomotlyes a valu 8 the static axle lo, BI jja.2 ‘The Limit of 40 per cent wis qe tke case where the point of speed. Tt was found fiange-force caused nore displ as stationary shan W! ich howover » Ww! 5. subsequent tests tag to 4 per cont Se tolerated by the track fron 5 to, 60 kmph. race of the adjacent uowa end increasing pers on, the ballas ot be a further series of jn average with a moreover, applied to higle and the greater ‘tad Srom this surther detailed Tudien BG, track elod that on «i high 45.70 ad had not Per teh permanent distortion,of track, Lb ves onde its Limit was unduly ( restrictive. bs ot applicable | application i that a given acenent when nen ib was contrary to Blondelts ‘on SNCF have also higher flange force when the speed 13 axles in holding the resistence and thereby the rollowing eriterlei~ ated peal Limit are permis abilieing oli ive subseavs' a trucks parti high lateral force: cretne’ coupled exiles 7.6, Dug eltowanes fo is dnnor wheal by 8 24s Mion of tha angle 4b O dative wheels for various types of ay as follows :~ qveral stages houpecn ar ter opiuical ration 65 per cente ange of men be mor track 12.2 tons ' 14.9 tons+ asta end observatic aah ons made by PLC he practice eoords of A0f + 2 req should not exceed res Toad ignoring isolated sessment of laters. values ex! ‘gible Prov. at to the sessment of the tha adjacent =: ‘a high | lateral force euler axle+ ndication of stable t ties of the Loco ‘the movenents of oularly to pring te Leh track on. ¢ to a pattern of beh omotive in a close. #4 high lateral Oeil of @ curve ofa the selected 56 1 forces+ ceed ing “the above ded toe Facore neseristics of distarbances+ lateral sat & is exerted Pyare observed #6 ny sconds, taken Sous speeds aviowr age of specds: foros exerted gid wheol beso OF. turnout and the 3 ontace by ene.” fhabe = 10 ait: pas shat react axles locomotive is certific charactoristies. It may be stated th: standard of judger hundr ment based on acce Teédings has been con sidered for bogie type locomotives, ;, Mm. the case of steam locomo: Figid wheel dase and fr procedure’ has not locomotive is x the Locomotives where ‘th: Fecorded and the energ: of tho stability of _ Beeoleration ¥. On a review of the records for a: ove studios, maximum speed limit ie per-cont lever than them sSessment of tho fixed at a vahe lacimin speed at which the das having stable running jat_tha above ment has been vindicated by tho leds of steam locomotives operating on vastly fering conditions of terrain snd climate over’ the % three decades on Indian Railways. In succeeding 00026243 g Paragraph, a method of assess~ torat ion carriages and wagons. i ‘tives having a long i out and hind trucks, this been considered in view of the fact aneous centre of oscillation of the emote from the front and hind ends of i Acceleration readings can bo y is dissipated by the flange Jon and tread friction over a large minbor of ; 4 correct inference’ cannot therefore he drawn 9 steam locomotive frou the readings alone. the instant: 8. Heport: by OnE. (28 9.1 this 4s one of the subjects of stuly 1 se entrusted to the specialists Comnitt 1o } BLO of tho ORg and the following extracts < ey frou their interim report 0.10 of 4 ia Qetober 1964, give the latest position . (Para 7.21 at page 63). . i { fy "Safety against lateral track @isplaca~ | ; mente " Hy= Transverse force (on the axlebox. HipsResistance of 1 the: track to, lateral: dis- placement. \ 4 Tn order to ensure tho safoty against j jateral track displacement, the mescimum Ry 4 force likely. to be encountared ust alyays be smaller than the Limit value Heip. & large nuaber of theoretical and experimental investigations, chiofly conducted by the sNOK, has resulted in the following form of’an equation as a function of the axle load (ql + @2): rip = ath (gl + ga) (12a) @ and b are puramaters which dopond upon the’ type.and the state of the track. As tho stato of track imediately after naintenance worl(scuewhat reduced cohesion botween track and ballast) -regults in tho minim valves of rip, a\aml b are also a function of the methods of maintenmoss dccording to the present state of tho test Fosults of ‘the SNOF(L963), the safety against lateral track displacoment is guaranteed, if Hymax 1s lower than nip = 1+ a+ @ iz) 4 c Conta... : , ‘ peek a ae ened WY Seton MOT1963 \ permissible lateral forces, transient, or sus— ee Meine enn CRRRTSR QTE TEP etek =r es = he valugs a=] tip and b=1/3 are the minimum values and have heen found on the following ‘ype of permanent vey: plated or welded rails of 46'to 62 kg/m, - 1722 sleepers per ka,’ Phe ~ permanent way of the svCF laid with fish- ~ Re | 0002625 = wooden sleepers with, or without, baseplates ov concrete sleepers, = state of the track after maintonagcs work having. somewhat reduced. the cohesion between track and ballast. ' “4s the test vehtole used (ovagon deratiour”) be permits the application of a meximim axle load of only 12.2 Mp, the vaBaity of. equation (12) has: experinentally been verified only upto this exle-load. Provisionaily, the SNCF considers an extrapolation to an arle-l0d range of 20. to 23 Mp to be admissible because the curve Hrip =f (ql + @), which has baen derived from Measurements, is almost a straight line. Since the question of the safety against laters track displacement is of special importaca to 2 high and very high speeds,,1t 1s boing : thoroughly studiad by Specdalists Goumlttee D7L in co-operation with Specialists Cousittess G9 ang BLO.! : id The SNCF allovs a further margin of safety of ‘L8f as/be seen from an extract of para 5.5 of the above reports... F : "the riding: safety is considered’ to be ensured # according to thesrules of the SNCF valid ate) AN” prosont if, ata speed of Vuax + 10 Kuph,* tho! ‘aaximun value -of tha "decisive Hy forcell! 1a°< lower or equal to.0.85 Hrip'. ea When in 1959, DSM was made entirely responsible for assessing the maximum safe"speeds for Loco= motives and Tolling stock, he suggested that nt is necessary to. lay down the limits of | Rained for aistances of 2 to 3 yards, Tor dizforont types of track on the Tvlian Railvays". (OSM's Noto dated 10.9.1959 at SN 133 of SL/SPD)+ yo considered that the Blondelts Lintt yas unnecessar tly conservative particular) + if sustained and isolated pedt velics ate not aifferentisted & special alicvaace not ade for metal sidepered track vhich cannot’: ) be put into the sane stato of minimum strength by lifting and lowering. He arguerl tnat~since on Indian Reilvays coal, spocd alts are imposed(it would appoas “that this 1s nob so on SNCF) when the # j track is lifted for maintenmee purpuses, | ng Beer /, 3 9 4 it would be justified in consider Bucks SH lateral forces as permiss ila) Rp eraeee aa eera ee Fe verrrrey 7 Ho ‘ foros of comparatively high magnitude . cannot be avoided, it yould be unduly _ conservative in restricting spesds of the jstraight, based on these high values. 9.32 However, no admitted that the oscillegreph + Tecords do indicate whether a locomotive 43 freo from the tendency to build vp oscillations or not end to that extent fan be used to assess tho riding character ) sistics of one loco with another qualitatively. 9.4 Reference is invited to Graph ID/G-918 showing Gouparison of 183 practice, Blondelts original {iale, svar orfginal and uéw accepted practice. The respective formulee are: 9.41 1Rg(sama as Bloniel!s reviged Limit of 40% of axle load +2 tonseh ee 7 I 9.42 Blondel's original (40% of axlo~losd)- 9.43 “sucr Vi teShe rip, = ath (glee) 1+ se 3 where a & b are parameters which depe! upon the type ard the state of the trancs te ; 44 suce SSIES) = uri = 254 gece) ‘Although not recommended by ORB, 1 is tho latest BYCP practice to apply, @ 154 reduction of the Jimit value and adopt the above formla, “Tt vould bo noted from para 6 that the eritécal: load for wood-sicepen track is 12.2 tons and is higher for metal sleeper track. The natimum lateral load for a 20 ton axle- “Toad according to IS practice is 10 tons, This figure 1s Siell selow the minimm) lateral strength of 72.2 ton accepted Tor wooden sleeper track. If speed limits, are. imposed whenever 1 firade ip Lifted zor maintenance, Ones ‘yeuld, gpeat to bo no Ajjustitication for adoption of pllor practices on ai Secticns ‘of Initun Rallways..tho revised SNC? limit provides for an Groltrary ") emarein of 10 por cent which again La not - Slorantet for rdisn track, in view of the elaquate margin Mizeady existing on wood sleeper track ani nore so on Snotal gloeper track. Under the circmustances, thers 1s no justification for departing fromthe IFS practice based Ue Slonsel's 1imit of 40 per cent + 2 ters, and adopting pr eaueaserietive standards such as the SNCF. The existing TES practice cen only be revised.aftor additional deta tee Rion track research are made available. The criteria catiined in para 7 should continue to be observed. “\1,: 4 qnithe foregoing paregraphs, consideration ve given tothe aspoct uf. track distortion and tlm liniting JENerel forces | In thercase chaatean locomotives, heya Ghee largo number of axles end lantived spring ‘ contd. 9002625guspension, watch is generally compensated, the puild- ‘ing up of fesonant oscillation in vertical di action pean considered ‘remote owing to. the inherent damping characteristics of aminated springs and the peneficial Gtrects of coupensated spring Buspension. With modern dissol and elootris Locomot vos dusigns do not gensrally “incorporate ietthated springs either in tho prlnary 0° ' geocondary, guspension s73 tom ‘and recent crends are. airceted Bt) gocondary SusPetion of the secondary pnepens th Sopands Gijer cortain copii tions , 20s Srey the helical bearing springs: tend to have frequency oscillation coinciding with the frequency of ‘disturbances gsctliatieack, with tne result thet pevneer is set Exon the teerEhy not be quper- massed DF Oc weer igeion caused by factors, 1k0 Transverse Tollins; Longitudinal pitching eter ‘Such forced eseiliations tend ‘ee doen uniogling, of the wheels 92 foreate a condition, Ee Anoreby the flange of U mount the rail. we tenaoney, is augmented by Gnguler ity of the bogie inside f assess tho i » not only ‘ Hay 0002625. The Teack, tiie, wherefore, Recess oor to as tho, titey of diesel and lootric Jorome aistortion, but also. of traci oe the whool elinbing, tao SE te essential to nelo & BS loea and/or spring load q Sng of lateral i. from the point of vic\ rail. from its imummity agai qn tha Latter context) eontimious record of the cations simitascous with “he record: eesee on the particular wheel. ee i i aon Tae oriterton, 1s requirct to be fixed fcr the i The (Or the aayersiicorce sea Tnstantansous { (ERO oo strom the point of vey oF secoty. A i ybegt forma is besad on Hewes t® enalysis tha woe 1 wild, not olin aceording to which, # feceiL if tho lateral force, ¢O°8 not oxcee ‘ fhe {stantaneous whool Load. Socont formule tee martes, 4a of the Form give. bolou:- = 2 baler: (p= Instantaneous wheel loa. ea a TePo (poroninal wheel, loads doe a standard, Zango) profiles The value of Ki aril works out todsd anil’ +7 Segpoctivolys Results 1 works seis formula are given 1760 pe Cher vhich tho, Blondel!s Lins pins 2 tons is also Superimposed. Wash pls 2 $fove formula, 1.8, ¥NOn Poca 4 dn the S°oF iad aml tho flengs Tore is aot fransteio works out to 1-2. Shoe fabio ue! tienen if there is. a'tranetce of 102 Blgher Biring wheel, ynich te Pore mon deraanes Te vould pPGee er ea “tne Bove to prom consiaaration of gee vansaneous waco! ‘iat gna relative! lateral oad, the oriticed aint ts 1-2. 9) y expected muula suffers fPOm, Limitation i ue of 21020 ages Tho chextetts Zo “ht? caused by factors: guch as, the vet o cenged 2 or the tyre, eargefioiont of fete tion | ie, conielty «Of t1eni ing and companion whee jot traad ote~ “ Gontde-e+ |Im Graph LD/G-995 Lines], and 2 reprosont con ditions —plicable to 193 stanlard tyre with 1:2} ‘slope of flange, ani original pox wagon" * tyre or locomotive thick flange tyre having 60° slope of flange. For a-given tatio of instan- ¢ tancous vhéel load to nominal wheel oed (say 0.8) a vory lov value of permissible leterd force is obtained vith line 2, which does not roprosent Hes the safety Limit cbbaingd in préstice, Tt 15 ‘ ma perhaps, in this context that ORg have talon no Seo é Oognisahce of Chartetig formula and deal on: ok with tatal's analysis on whieh rurthar rosedich . ds being pursued. is is 12.4 tt is soon from oRR report 1964, that-adcona ing = to SiGF tests the threshold of datoral. tvack t displacomaat 4s gonerally reachod oarlicr then the | throshold of deratinent. ‘Mis can, hovavor, be reversed 4f severe unloading of the ledding j wheols takes place(unloading of the udev of | 5 tons at u wheel set with a static axle load { of 20 tons). 22.8 ong refer to SNF tests and state that thera | | is no danger of dorallmont i? Ny(lateret force) 1 i f divided by q.(instantaneovs whaal load) 4s less ‘than 1.8 Tho thrashold ratio ts ¥L/ql whore Wis the flanga force ari GL is as above. “theoretical consideration of Nadal: ies = tan (BF) = tan pe i der da Th eigen B \ . ‘ with s4= 0.27 and f= 60°, the above ratio works out to »997 (say i}, fom Li tan is forge If account is taken of angularity of short 5 { Wheelbase bogios, the ‘Limit will Reve to be Teduced end it vould be desirable to adopt a tatio of las rocommended by, ORS. It may bo noted/that if the wheel teniing to derail is not greatly relieved ofits *load, the critical yaluo'of ratio of lateral force to axle Load: is 0.5, which corresponds to the stage of track deformation rezchod at a valuo of 40 ¢ ; of axle load +2 tons for axle-logds up to 20 : tons + 18. In addition to tho above criteria, it is also necessary 4 to,egsess the behaviour of the vehicle by a careful study Sawslonel novewents vertical end lateral oscillations, ; x ich such oscillations aro damped. This t " assessmont gives an indication of tha, propensity or otherwise of the locomotive to build up oscillations over track) ipregularitics ard asscsemant of improvement * eonsaquert to any modifications, such as, provisionef shock absovhers otc. _ 14. tn addition to the recording of vheel load yariations ‘and’ lateral forces, it iis also desirable to record acce- ci Mlarations both-vortics1 and lateral in tho arivorts cab) | at a spot close to the contro ling of the bogie in order to get an idea of tho rungo of riding comfort in the ceb and tha disturbances to waich the equipment in the, supcr- 2 subjocted to. Tt would "b: tied thetBEBBRSIMES 855 - 2 - 55+ F9 eo Raay Sere TSE tee ttt TT renee prepaid ty such disturhances-not. only cause increased wear and teat such greuspengicn ard attachment of the supenstructie i of tne fu bat also cause accocrated wear of equipnent the bofod in the superstructure, pertioulariy relcys, 12s ina te eta. According to SCF prectics, acceleration values of Oe35g are considered safe. om 45. ‘In conclusion, the following criteria may pe ee gdoptea for bogie type locomotives ' ted Bt ee | 15.11 Ing practice, 1.0.) 408 + 8 tons over = distance of 2 mtrese i 15.21 Doxiinent aotiente a is.21 ¥/9 1 i! 2 15.9 Acceleration vertical and lateral = 3g» 15,4 Ride index not greater than 4 45.5 4 general indleation of stable running & Semsteristics of the locomotive es eviden. chapectorS aovenont of tha bogie on styetent s0cd by ee gros aml the extant of damping of ome illation/aczeleration aml resona.c2+ 16. Goaching stock. ’ ‘16.1 Neasuronantfof lateral force (on eoach!Ag stock | + Noasufons rays prectioable.. the presont system of dea0) accoloration realings neat tite Doce Beteamside the coach+is seceptable ara mp pivoSanent shall be mate as follows.” {6.11 yeceleration readings vertical att A lateral. y 4 {16.12 Ride index/Fetigue tine. : " 16.19 argensrals imtication ca.steble mien stays Ii i ABvnotoristics of the carriage 43s ayes caer tet py the novenent of..the voElel “nd ovidemgiant ana cuved track, and <8 ny Crtent of denping of osoillatio ve Gscoleration and resonance. ah respect of item 6.12, accezezatizn TARY { of 068g aay be acceptede m respect of item 16012, sperling scale < af, on Tested a rice index lof 335 BAY he set a” be Wctaimit, bat valu of 3-25/1¢ preferable 17. Wagons. : ba 1 di71 wagons my be considered in. THO categories, : eee iy, 4 wacelers and. bogAes- 17.2 Tho following oriteria may be elopted, for, £OU ‘ +)" yneel stool 46 ee ee “gontd.Acceleration readings vertical lateral. oe Ride Index. Instantaneous wheel load variation. Lateral force to be recorded whore practicable. A generel indication of stable running characteristics as evidenced by the acceleration readings and instantaneous oad variations. tn respect of 17.21, acceleration value of0.3g hay be accepted. In respect of 17.22, a ride index of 4.5 may be set, but a limiting value of 4.25 is preferable. With respect to begie stock, lateral forces should be recorded on the prototype of any new design in eddition to meastrements of ins ten- taneous vheel loaling. In such cases, szaoility may ba assessed ss reconmerded fo7 diesel aud electric locouctives. nal cases, where facilities do not exist “for recording of lateral’forces, “it woutd be possible to make a theoretical ostimetion of the lateral forces withthe help. o® acceleration teadings and using approximate monents of inertia in various planes of the stock, in line with that of SNCF formula given la sppendix IV of Report, Wo.M-180 of WAM. locomosive. In such cases, I/V ratio woe tateral force to the instantaneous axle load may be Obtained for the preliminary speeds as woll as higher Speeds and comparisons tabulated for the stability ratio; {biels being conducted on the save track, The maim © speed can be fixed at a stege where Tatio does not excoad © Mhe ratio corresponding to the preliminary speed of the |. yohicle et which it has been working satisfactorily without Yeing involved in a deraiiment or causing excessive tyre wear and dauage to track ete i "19; In a1 the above cases, the most suitable eritenta Zs 'to compare a new type of vehicle with a vonicle “already in servico, |” ge