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Pages 6-11

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From page 6...
... They are formerly referred to as street cars or trolley cars. The Type 1 transit rail cars and Type 1 light rail vehicles were used for the steady-state curving simulations in this section, and all four types of vehicle models were used for the flange climb derailment simulations discussed in Section 4.
From page 7...
... The wheel lateral force of a Type 1 transit rail car with a guard rail.
From page 8...
... Figure 14 shows that the axle AOA of the Type 1 transit rail car with a restraining rail had trends similar to the trends of the guard rail cases; the AOA change caused by guard/restraining rail installation was negligible compared with the cases with no guard rail, regardless of which philosophy was used. 3.2 Light Rail Vehicles (Type 1)
From page 9...
... The conclusions drawn from the simulations of the Type 1 light rail vehicle with 75° flange angle wheels will be the same as the Type 1 transit rail car with 63° flange angle wheels as discussed in Section 3.1. The following conclusions can be drawn from the Type 1 transit rail car and the Type 1 light rail vehicle steady-state 9 Case Location Measured Traction Force (lb)
From page 10...
... The axle AOA of a Type 1 transit rail car with a restraining rail. High Rail Contact, No Guard Rail Guard Rail Contact, Philosophy II High & Guard Rail Contact, Philosophy I 0 1000 2000 3000 4000 5000 6000 7000 8000 100 250 320 500 755 955 Curve Radius (ft)
From page 11...
... The axle AOA of a Type 1 light rail vehicle with a guard rail.


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