measurement and analysis of vibration levels in rail

PAPER PRESENTED AT IAPRI WORLD CONFERENCE 2012

Measurement and Analysis of Vibration Levels in Rail Transport inCentral Europe

By Péter Böröcz1* and S. Paul Singh2

1Széchenyi István University, Győr, Hungary2Michigan State University, East Lansing, MI 48824, USA

In the last decade, with a continued change in world economic conditions and global trade, transportation ofgoods has continued to increase. The opening of new and existing markets requires that products and pack-ages move through various regions of the world using available logistical equipment and networks at afaster pace. It also requires that damage be kept at a minimum while providing maximum safety to individ-uals. This can be achieved by properly designing packages to transportation levels that occur in the supplychain. The purpose of this research is to both measure and analyse the vibration physical forces that occurduring rail transport. Rail shipments are widely used across the world, and they are an integral part of theintermodal transfer of ISO containers from ships and trucks to rail. The aim of this paper is to provide vi-bration levels measured for rail shipments on a major railway line in Central Europe that has not been pre-viously published. The vibration levels that were measured in this study were compared with AmericanSociety of Testing and Materials, United States Military Standards and United Kingdom Defense Standardstandards and International Safe Transit Association procedures in the form of power spectral density spec-trums. A composite power spectral density spectrum is provided which can be used to simulate the mea-sured rail vibration levels in Central Europe. Results are also compared with rail travel in otherinternational shipments for North America and Asia. Copyright © 2016 John Wiley & Sons, Ltd.

Received 13 November 2015; Revised 19 May 2016; Accepted 23 May 2016

KEY WORDS: vibration; power spectral density (PSD); spectrum; rail; Europe

INTRODUCTION

Rail transport is a prominent method of transportation of goods for almost two centuries across the world.It is also widely used for the distribution of goods in Central Europe. From 1990s the connection betweencountries in Central Europe has been vastly improved to create a smoother transition of goods and ser-vices. Rail also provides a smoother transition between ships and a truck with the use of intermodal trans-port containers and provides connectivity between various geographical regions across continents andoceans facilitating trade. With the change in political structure in the eastern part of Central Europe, mak-ing its borders more accessible to trade, it has become a distribution logistics hub because of its geograph-ical location. Six vital European transport corridors pass through area, providing unparalleled access to allparts of Europe, from the north to south and from the west to east. As a result of intensive constructionworks in recent years along the main European transport corridors, lots of new major motorways, mainroads, rail track, faster and safer transportation across all of Europe are now viable.Previous studies have also measured and analysed the vibration levels and developed power spectral

density (PSD) for rail shipments and developed test methods based on this data in testing of containers

*Correspondence to: Péter Böröcz, Associate Professor, Széchenyi István University, Győr, Hungary.E-mail: [email protected]

PACKAGING TECHNOLOGY AND SCIENCEPackag. Technol. Sci. 2016;

Published online in Wiley Online Library (wileyonlinelibrary.com) DOI: 10.1002/pts.2225

Copyright © 2016 John Wiley & Sons, Ltd.

and package systems.1–4 These studies represent data averaged over several varied trip lengths andrailcars. There is a study (Source Reduction by European Testing Schedules) that has measured trans-portation vibration in Western Europe, including a segment of 400 km railway too,5 but the rail datawere not used to the final results, because they were not statistical secured because of the low quantityof vibration data. In addition, some previous studies have measured both rail transport and intermodaltransport, i.e. in North America, India and Thailand.6–10 These studies previously determined that thevertical vibration intensities were higher than the lateral and longitudinal levels for both truck and railtransportation. There is a study that presents the method of simulating vibration levels on railway forrailcar components.11 In addition, the role of protective packaging methods that can prevent damageand enhance safety was also discussed. Some measured and analysed data were also compared withdifferent vibration test methods recommended by American Society of Testing and Materials (ASTM),International Safe Transit Association (ISTA) or military standards.However, the authors could not find any published research that measures the vibration levels for

rail transportation in Central Europe. Therefore, this study and paper are presenting the new measuredand analysed data that can help packaging engineers gain a better understanding about this distributionenvironment and design appropriate protective packaging.This research attempts to measure and analyse the vibration levels and intensity on railcar shipments

on the major rail lines in Central Europe using data recorders to record vibration events and presentthem in the form of PSD spectrums. The data from this study were also compared with vibration testprofiles recommended in popular and commonly used package testing such as the ASTM D4169,12

ISTA 3H,13 MIL-STD-810G14 (United States Military Standards) and DEF STAN 00-3515 (UnitedKingdom Defense Standard). Data and results from this study can be used to compare packaging vi-bration test methods used by packaging engineers and develop vibration test methods for shippingproducts in Central Europe by rail. In addition, the data are analysed by orientation and levels pre-sented in lateral, longitudinal and vertical orientations.

RAIL TRANSPORTATION IN CENTRAL EUROPE

There is a significant amount of cargo and goods that are shipped by rail in Europe. In addition, theEuropean continent is well connected with comprehensive rail networks. These networks play an im-portant role in the long-distance freight traffic in Europe. The rail networks in Central Europe were pre-viously only well developed in regions that had democratic governments, and those in communistregimes often had infrastructure problems before the 1990s. This was prevalent mostly on the easternside of Central Europe, which is now undergoing modifications and improvements. This is also the rea-son why one of the goals of the European Parliament is to develop and maintain rail corridors in thisregion to facilitate a single and unified economy.In Central Europe, the rail lines only use the standard gauge (1435mm wide track). In addition, the

electrification system to operate the rail engines use 15 kV and 16.7Hz AC power in Austria, Germanyand Switzerland, while a 25 kV and 50Hz AC system is used in Hungary, Czech Republic andSlovakia. Poland and Slovenia use a 3 kV direct current (DC) power system to operate.The total railway line length in EU-27, in 2012, was approximately 216 200 km16 compared with

approximately 204 700km17 in the United States. The total rail freight transport in the EU was es-timated to be close to 407 billion15 ton-kilometres (tkm) in 2012. This is about 20% of the USfreight transportation estimated to be around 2650 billion17 tkm in USA in 2011, on Class 1 rail.Rail shipments accounted for 18% of total freight that was transported in 2012 in Europe.17

Table 1 shows the distribution of rail lines and geographical area covering various countries ofCentral Europe.According to Table 1, there was more than 50% of the total rail turnover in EU-27, and almost half

of the EU rail lines lie in Central Europe. The countries in Central Europe and corresponding regionscan be seen in Figure 1. It also shows the specific routes and cities covered in this study. The countriescovered in this study include Hungary, Slovakia, Czech Republic, Austria and Germany.The line hierarchy for rail in Central Europe is similar to that in other regions of the world. It con-

sists of main-lines, side-lines (branch lines) and industrial sidings. There is a guideline being used by

P. BÖRÖCZ AND S. P. SINGH

Copyright © 2016 John Wiley & Sons, Ltd. Packag. Technol. Sci. ;DOI: 10.1002/pts

the European Community for the development of the Trans-European transport network in order topromote the smooth operation of internal markets while strengthening economic and social cohesion.This Trans-European transport networks (TEN-T), developed continuously from 1996 based on the1692/96/EC decision of the European Parliament, has a specific and separate section that applies to railnetworks. The Trans-European rail network is made up of high-speed and conventional rail networks.The guideline,18 in 2013, defined nine core transport network corridors such as Baltic – Adriatic, NorthSea – Baltic, Mediterranean, Orient – East-Med, Scandinavian – Mediterranean, Rhine – Alpine,Atlantic, North Sea – Mediterranean and Rhine – Danube. Five of these nine corridors pass throughCentral Europe. A significant part of the rail freight transport travels on rail mainlines in these corri-dors. The quality of these main rail lines is practically similar.

Table 1. Railway transport, rail lines lengths and area in Central European countries in 2012.16,24

Country Railway transport (million tkm) Rail lines (route-km) Area (km2)

Austria 19 449 5566 83 879Czech Republic 14 267 9570 78 866Germany 112 613 41 427 357 168Hungary 9230 8141 93 030Poland 48 903 20 094 312 679Slovakia 7591 3631 49 035Slovenia 3470 1209 20 273Switzerland 11 061 5124 41 285Total 226 584 94 762 1 036 215

Figure 1. The railway network in Central Europe and the routes measured.

VIBRATION LEVELS IN RAIL TRANSPORT IN CENTRAL EUROPE


MEASURED ROUTES AND VEHICLES

The rail measurements were conducted along rail routes shown in Figure 1. The measured rail routesincluded mainline, sideline and industrial line in the following countries: Hungary, Austria,Germany, Slovakia, Czech Republic and Poland. More than 80% of the routes studied were alongmajor rail lines, thereby covering a large portion of the Trans-European transport corridors. The de-tails of these routes are shown in Table 2. The rail measurements for this study were conducted inMarch 2015.The railcars were 4-axle Habiins 274 (on Routes 1 and 2) and Habiis 284 (on Route 3) with sliding

sidewalls, shown in Figure 2, with a capacity of 180 and 186m3, respectively, and with maximum pay-load capacity of 50 000 kg. The speed at which the trains travelled was in the range of 50–110km/h and60–70 km/h on the sidelines. Although these wagons can go up to 120 km/h, these types of trains haveto be under the speed limit of 110 km/h in Austria and Germany, because they only have one brakepost. In all cases the shipments weighed approximately 45 400–49 900kg on the outbound shipmentsand 42500–46 700kg on the return trip. The shipments consisted of products in racks or stands, and onthe return trip the racks or stands were returned in a collapsible state.

Figure 2. Railcars measured in the study.

Table 2. The details of rail shipment routes.

Route Category Distance (km)

Route 1: Győr (H) – Wien (A) – Regensburg (GE) -Ingolstadt (GE) – and return

Industrial line 2 × 2Mainline (Trans-European) 2 × 545Sideline 2 × 76

Route 2: Győr (H) – Rusovce (SK) – Lanzhot (CZ) –Bad Schandau (GE) – Wolfsburg (GE) – and return


Route 3: Győr (H) – Kuty (SK) – Lichkov (CZ) –Poznan (PL) – and return


Total 4528



INSTRUMENTATION AND ANALYSING METHOD

The vibration events for transportation were measured in all three axes (vertical, lateral and longitudinal).Lansmont (SAVER)™ 3X90 (Shock and Vibration Environment Recorder, Lansmont Corp., CA, USA)data recorder was used to collect the data. The settings of the recorder used for this study are shown below:

• Wakeup interval: every 1min• Trigger threshold level: 2.0G• Recording time: 2.048 s• Sample/s: 500Hz• Sample size: 1024• Frequency resolution for PSD: 0.48Hz• Anti-aliasing filter frequency 250Hz

The SAVER was mounted directly to the floor located to the centre of the storage area. This is ap-proximately where the doorframe opening is.In the case of vibration analysis power density (PD) levels were determined as function of frequency.

These were based on the recorded vibration acceleration levels from all of the trips together. This way,the PD levels cover and combine the vibration with various speeds, route conditions and loads forRoutes 1, 2 and 3 together. The reason for combining the various trips into one PSD plot is that themeasured railcars (Habiins 274 and Habiis 284) practically have the same vehicle body and structure.The PD within a narrow band of frequencies of a given spectrum was determined byGrms values based

on the number of samples for a given bandwidth. The Grms is the root mean square value of the acceler-ation inGs in the given bandwidth of frequency, based on the number of (N) samples analysed in that win-dow. The vibration environment is described by PSD spectrums that show a graphic plot of the PD levelsversus frequency. In this study, the spectrums are presented from 0.5 to 200Hz. The vibration data werefiltered to remove all undesirable events such as any noise or non-vibration featured movements from theanalysis. This way, data below 0.01Grms were filtered out. The PD spectrums were then created using theremaining measured data, in which a spectrum for the top 5 and 20% of the highest measured data isshown and then followed by a lower spectrum representing the remaining 80% of all recorded data. There-fore, spectrums are presented for the top 5 and top 20% of saved events and bottom 80% of remainingevents.6 In addition, a spectrum representing the average for all (100%) events measured is also presented.PD spectrums in all three axes (lateral, longitudinal and vertical) are presented in this paper, and each PSDis reported with a Kurtosis (K) and Skewness (S) along recorded acceleration time histories, where theacceleration values are adjusted by their positive or negative direction. The reason for reporting thesevalues is that the random vibration testing system controller mostly generates the signal from normaldistribution, so field measured Kurtosis can be used as the input parameter to control the variability ofthe random signal at rail pre-shipment vibration testing or to compare the results to other studies.Additional statistical analysis was performed on the recorded absolute peak acceleration values for

the total trips, in order to determine cumulative distribution functions (CDF) for all three axes sepa-rately, and then they were fitted in the Weibull two-parameter distribution model. In this case, therewas no particular reason for choosing Weibull distribution; simply, this distribution model was deter-mined to be the best fitting to the data. The Weilbull distribution is widely used in reliability engineer-ing, because of its relative simplicity. Its CDF has two parameters, presented in Equation 1, as follows:α> 0 is the scale parameter, β> 0 is the shape parameter.

F xjα; βð Þ ¼ ∫x

0βα�βt β�1e� t=αð Þβdt ¼ 1� e� x=αð Þβ (1)

DATA AND RESULTS

Table 3 shows the result of measured peak acceleration values, and Figure 3 shows the CDFs for themeasured accelerations values in all axes. The CDFs show the percentage of the events that are below a



certain level of the measured peak acceleration value. It can be seen that the acceleration values in lon-gitudinal direction were generally lower than those of the vertical or lateral. These phenomena couldbe partly attributed to the lateral oscillation of the railway vehicles.19 The highest acceleration valuesin this study were in the vertical axis. Table 4 contains the statistical parameters of these distributionsthat use recorded acceleration data and based on best fit regression analysis. The R-square values indi-cate confidence level (1 representing 100%) of each fit for the three axes monitored.Figures 4–6 show the PSD plots developed for this study. Figure 4 shows the PD levels for rail vi-

brations in vertical axis. This figure also shows the PSD plots in different levels of severity based onthe amount of data analysed to reflect the top 5%, top 20%, bottom 80% as well as the entire 100% ofrecorded and saved data by the SAVER recorder. Based on the spectrums shown in Figure 4, it is clearthat the highest vertical vibration intensity levels were between frequencies of 1 to 5Hz. These resultsare similar to those published in other international studies5–10 in Australia, India, Thailand or USA.The results showed that the measured PD levels for vertical vibration were generally low after 8Hz.An important observation is that the measured and analysed levels of PSD around 20Hz were 10 timeslower than in other previous rail studies, except the results of Roulliard et al. from Melbourne to Perth.4

It could be caused by the nearly constant speed on mainlines and the relative good quality of these railnetworks. Rail lines in Europe are generally known to be better in Europe as compared with NorthAmerica or India and permit higher travelling speeds. The same is true for high-speed rail in Chinaand Japan that is used for passenger travel.

Table 3. Summary of acceleration data measured.

Acceleration data Longitudinal Lateral Vertical

Maximum acceleration (g, peak) 0.47 0.88 1.24Acceleration at 99% occurrence (g, peak) 0.29 0.45 0.65Acceleration at 95% occurrence (g, peak) 0.25 0.36 0.52Acceleration at 90% occurrence (g, peak) 0.22 0.32 0.45

Figure 3. CDFs of acceleration events in all three axes (g, peak).

Table 4. Statistical parameters of distributions based on best fit regression analysis.

Predicted mean Actual mean Variance Estimate α Estimate β R-square RMSE

Vertical 0.28 0.29 0.06 0.31 1.97 0.923 0.08Long. 0.14 0.14 0.01 0.21 2.02 0.871 0.12Lateral 0.20 0.21 0.04 0.16 2.47 0.907 0.06



It should be noted at the point that similarly to trucks, the speed of the railcar, railcar suspensionstiffness and damping, load capacity, truck conditions as well as the location of the recorder or itssetting-up parameter (trigger levels) can also affect the final PD levels. In addition to this, the vibration

Figure 4. Rail vertical vibration levels with PSD plots on measured routes.

Figure 5. Rail longitudinal vibration levels with PSD plots on measured routes.

Figure 6. Rail lateral vibration levels with PSD plots on the measured routes.



environment is further complicated by the dynamics interaction of couplers between railcars duringtravelling. Therefore, according to the results, several other studies can only cautiously be comparedwith each other.The PSD plots for lateral and longitudinal vibration levels are also shown in Figures 5 and 6. Sim-

ilar to previous studies that provided the PSD spectra in the lateral or longitudinal modes, the lateralPSD spectra were higher than those in the longitudinal modes.6,7 However, in both the lateral andlongitudinal axes, the PSD spectra in this study were lower than what was observed in India6 or inThailand.7

Overall Grms and Kurtosis values for each PSD plots are shown in Table 5. Kurtosis is a way to mea-sure whether the observed data are ‘heavy-tailed’ or ‘light-tailed’ compared with a normal distribu-tion.20 This definition is used with the following meaning: when the standard normal distributionhas a kurtosis of zero, then a positive kurtosis indicates a heavy-tailed distribution, while a negativekurtosis indicates a light tailed distribution, compared with a normal distribution. All of the measuredvibration levels in this study indicated positive kurtosis, so the acceleration values (adjusted with theirpositive or negative direction) in the function of time did not follow the normal distribution. Formerstudies have proven and presented the non-Gaussian nature of measured data for vehicle random vibra-tion.21,25,26 All these previous observations were conducted on over-the-road vehicles. However, thestatistical results of this study show the non-Gaussian nature of acceleration levels during railcartransport, with over 95% confidence level. Figure 7 shows the distribution for railcar vibration recordsalong with the kurtosis values. This is also presented in Table 5.Table 6 and Figure 8 show the recommended composite PSD spectrum that is developed using the

average PD levels for each frequency from the various trips using the 100% of measured events at eachfrequency breakpoint. The recommended spectrum was smoothed between the highest breakpoints ofall measured data at nine breakpoints. These nine breakpoints ensured that the recommended spectrumcould cover the measured intensity between 0.5 and 200Hz. Of course, the other PSD spectraconcerning the events of the top 5%, top 20% and bottom 80% can also be used as test spectra as moreor less severe testing protocols or as split level vibration test intensities.22,27

Figure 8 also shows ASTM D4169 Assurance Level I-III, ISTA 3H, MIL-STD 810G and DEF-STAN 00-35 rail spectra for comparison purposes, and those PSD spectra from other studies wherecomposite or recommended spectra were presented like in India and Thailand. As shown in Figure 7,the PSD of vertical vibration significantly differs from those included in ASTM, MIL-STD or DEF-STAN but shows similarity with the ISTA 3H and field data from Thailand. The recommended spec-trum also shows that the levels of vibration testing are higher in the lower frequency than those usedand recommended by ASTM D4169, which is one of the popular test methods used for simulating railvibration. In comparison to the ISTA 3H, the recommended PSD spectrum approaches 77% of the ISTAoverall Grms in the bandwidth of 0.5–200Hz and 63% in 1–100Hz.Table 7 shows numerical data of overall Grms of the spectra presented in Figure 8 for the three dif-

ferent frequency bandwidths (1–10, 10–100 and 1–100Hz), respectively. The reason of splitting thesebands is because of the fact that these are commonly used to develop the PSD spectra. This is in ex-ception to the DEF STAN 00-35, and the 1–10Hz lower frequency range, which show a significantdifference to the rest of the spectrum band-with between 10 and 100Hz presented in ISTA 3H and pre-vious studies.It can be easily seen that the Grms of recommended PSD in the range of 1–10Hz is approximately

equal to the field measured and exceeds the recommended spectra reported in India and Thailand.

Table 5. Overall Grms and Kurtosis values for railcars on measured routes.

Vertical Lateral Longitudinal

Events Kurtosis Grms Kurtosis Grms Kurtosis Grms

Top 5% 2.1 0.352 5.1 0.237 2.7 0.115Top 20% 3.8 0.220 5.3 0.140 2.9 0.070100% 9.5 0.136 12.7 0.074 9.5 0.038Bottom 80% 4.5 0.056 1.7 0.036 6.3 0.020



Furthermore, over 10Hz the recommended spectrum slightly exceeds the field measured data becauseof the smoothing as well as the less intense segment between 15 and 30Hz.It has to be recognized by the readers of this paper that the intensity of the test standards applies

time-compression, which artificially amplifies the vibration magnitude. This way the overall Grms

values of different test spectra cannot be compared directly. The recommended spectrum from datain this study can also be used as time-compressed vibration testing for packaging systems for vibrationlevels in the vertical axis. These breakpoints and PD levels are informative and recommended for sim-ulating the rail transport vibration on major railway lines in Central Europe. Furthermore, it is neces-sary to mention that using of time compression at test levels does not sometimes expose the test itemsto extreme levels of vibration or transients like rail weld joints, severe track misalignment or longitu-dinal impact between adjacent decoupled railcars, which can be happened during real transportation.23

Therefore, averaged vibration data alone may not replicate damage that is produced by transients. Therecommended test schedule is also not representative of railcars equipped with high-speed magneticlevitation or air-ride suspension systems.

Figure 7. Distribution for vibration records with kurtosis in all three axes. (a) Longitudinal, (b) lateraland (c) vertical.

Table 6. Breakpoints and frequencies for recommended test spectrum.

Rail

Frequency (Hz) PD level G2/Hz

0.5 0.000051 0.000091.5 0.000603 0.001404.5 0,000607 0,0000230 0,0000260 0,00005200 0,00003



CONCLUSION

The study shows that the levels of rail vibration that were measured in rail shipments on major railwaylines in Central Europe show higher levels in the vertical orientation than lateral and longitudinal ori-entations between 1 and 10Hz. The levels above 10Hz for vertical vibration are lower in the CentralEurope rail transport as compared with North America and India. This is attributed to better rail track.The acceleration levels of random railcar vibration during transport show the existence of a non-Gaussian vibration. The recommended rail test method for measured rail lines in Central Europe hashigher levels in the lower frequencies when compared with rail vibration test methods recommendedby ASTM but shows similarity to ISTA recommendations. The overall Grms in the frequency band-width of 1–100Hz was 66% compared with recommended ISTA test methods.

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Table 7. Overall Grms in different frequency bandwidths.

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measurement and analysis of vibration levels in rail

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