Computational methods to predict RCF crack initiation hot spots in rails using critical plane SWT damage indicator parameter

• • Maximum DIPSWT of 3.84×10−8 occurs at 38.59 mm from the lower gauge face corner, matching field-observed RCF crack locations between 35–45 mm, enabling targeted inspection and grinding schedules. • • Critical plane orientation of 35–37° relative to rolling direction and 33–44° to rail surface agrees with experimental measurements by Szablewski et al., validating the predictive capability for crack orientation. • • The loaded locomotive configuration yields the highest DIPSWT among all vehicle types, indicating that axle load and traction profile dominate RCF initiation under heavy haul operations. • • The multi-variable sampling technique reduces full loading spectra to representative traction profiles, cutting computational cost while preserving critical damage drivers for efficient RCF assessment.