Full-scale measurement and analysis of train slipstreams and wakes. Part 2 Gust analysis

Baker, Chris J; Quinn, Andrew; Sima, Mikael; Hoefener, Lars; Licciardello, Ricardo · 2013 · OpenAlex-citations

DOI: 10.1177/0954409713488098

archive: archived pipeline: cataloged verified

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Summary

This paper presents the second part of a study on full-scale measurements of train slipstreams and wakes, focusing specifically on the analysis of maximum gusts to refine the Technical Specification for Interoperability (TSI) methodology. The research was conducted as part of the EU FP7 AeroTRAIN project, aiming to develop a revised, more practical assessment procedure for train slipstream velocities. The current TSI methodology requires cumbersome full-scale measurements at both trackside and specific platform heights for at least 20 train passes. This study investigates whether these requirements can be simplified, particularly by reducing the number of measurement locations, while maintaining statistical rigor and safety standards. The analysis utilized an extensive dataset collected at three test sites in Spain and Germany, involving various train types including high-speed single units (e.g., S-103), double units (e.g., ICE-2), short commuter units, and locomotive-hauled trains. The methodology involved calculating the maximum one-second moving average velocity for each admissible train pass, normalized by train speed. Statistical analysis was performed on these gust values, categorizing them by location relative to the train (alongside, near wake, far wake). The study examined the variation of gust magnitudes with vehicle speed, cross-wind conditions (yaw angle), and height above the rail, comparing trackside measurements against platform measurements of varying heights. Key findings indicate that slipstream gust magnitudes follow a normal distribution, with significant scatter due to flow unsteadiness. For most train types, maximum gusts occur in the near wake; however, double-unit trains exhibit peaks near the coupling gap, and locomotive-hauled trains show peaks at the locomotive nose or the discontinuity between the locomotive and coaches. The study determined that a 20-run ensemble provides a standard uncertainty of approximately 6%, balancing practicality and accuracy. Crucially, the data revealed that when plotted against height above the rail, trackside and platform measurements for a given train generally fall onto the same curve, with few exceptions. This suggests that trackside measurements can reliably replace platform measurements. Additionally, while gust magnitudes showed little variation with vehicle speed, they were sensitive to yaw angles, validating current wind speed restrictions. The significance of this work lies in its recommendation to simplify the TSI methodology. The authors propose replacing platform-based measurements with trackside measurements at a suitable height (e.g., 1.4m above the rail), which would make testing more cost-effective and convenient without compromising accuracy. The study supports retaining current restrictions on vehicle and wind speeds, as well as the formulation of the TSI gust parameter (mean plus two standard deviations). These findings provide a robust statistical basis for updating aerodynamic assessment standards in rail transport, ensuring safety while reducing the logistical burden of compliance testing.

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• rail grade crossings