Analytical model for predicting the buckling load of continuous welded rail tracks

Navarro, Ignacio J.; Sanchís, Ignacio Villalba; Fernández, Pablo Martínez; Franco, Ricardo Insa

doi:10.1177/0954409713518039

Cited by 21 publications

(7 citation statements)

References 7 publications

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“…Kerr 1 critically surveyed the results of most of the track buckling tests as well as the main theoretical analyses of track buckling published before 1975. In most of the studies carried out since then, in order to analyse the phenomenon in greater detail, an equivalent beam that having the same cross-section and rotational inertia as the real track [2][3][4][5][6][7][8] replaced the rail-sleeper structure. These beam models are quite intuitive, but they cannot take into account the strong influence of the torsional stiffness of the fasteners nor the effects of missing ties and fasteners, as the beams were continuously constrained to the ballast.…”

Section: Introductionmentioning

confidence: 99%

On the ballast–sleeper interaction in the longitudinal and lateral directions

Iorio

Grasso

Penta

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part F:

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In service, railway tracks must withstand the transverse and longitudinal forces that are caused by running vehicles and thermal loads. The mechanical design that adopts any of the track models available in the technical literature requires that the strength of the track is fully characterised. In this paper, the results of an experimental research activity on the sleeper–ballast resistance along the lateral and the longitudinal directions are reported and discussed. In particular, the work is aimed at identifying the strength contributions offered by the base, the ballast between the sleepers, and the ballast shoulder to the global resistance of the track in the horizontal plane. These quantities were experimentally determined by means of an ad hoc system designed by the authors. Field tests were carried out on a series of track sections that were built to simulate scenarios in which the ballast was removed from the crib and/or the shoulder. The results of this study indicate that the strength percent contributions from the crib, the sleeper base, and the shoulder are, respectively, equal to about 50%, 25%, and 25% in the lateral direction, and 60%, 30%, and 10% in the longitudinal direction. Moreover, the comparison of the acquired data with literature results reveals that a detailed knowledge about the testing conditions and the activated ballast failure mechanisms is needed in order to correctly use the test data for the design purpose.

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Section: Introductionmentioning

confidence: 99%

On the ballast–sleeper interaction in the longitudinal and lateral directions

Iorio

Grasso

Penta

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…However the resolution required many simplifications, limiting its applicability. Recently, Navarro et al 12 put forward a new buckling model, in which sleeper type, the passing of running vehicles, maintenance operations, type of misalignment and the variation of the ballast height were considered.…”

Section: Literature Reviewmentioning

confidence: 99%

An analytical model for the prediction of thermal track buckling in dual gauge tracks

Sanchís

Insa

Zuriaga

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…The misalignment shape is defined as a half sine wave, which corresponds with the typical post-buckling shape as defined by literature. 14,18…”

Section: Parametric Study On Three-dimensional Temporary Bridge Deck mentioning

confidence: 99%

Application limits for continuously welded rails on temporary bridge decks

Backer

Outtier

Ferdinande

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part F:

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The possibility of omitting rail expansion devices from the track configuration, when continuously welded rail is continued over temporary bridge decks, is investigated in detail. More specifically, the related rail track to temporary bridge interaction phenomena are analysed using finite element modelling. A first parametric analysis assesses the additional rail stresses due to moving trainloads and temperature variations, based on stipulations provided in the unit identification code 774-3R. In addition the model is expanded to a more complex structure that is able to simulate the buckling behaviour of the rail track using non-linear methods. Using this model, a second parametric study is performed in which only thermal loading is considered. This allows for determining the parameters, which are predominant in determining the critical buckling temperature of the rails, and for assessing the magnitude of the safety margin necessary, when it comes to thermal buckling of the rails and the temporary bridges. It can be concluded that, depending on the magnitude of two main factors, the lateral ballast resistance and the amplitude of the initial track misalignment, a considerable reduction of the track stability might arise. Therefore, a minimal characteristic lateral ballast resistance of 4 kN is recommended along with a maximal allowable misalignment amplitude of 7 mm has to be prescribed when thermal track buckling has to be considered in the design.

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Analytical model for predicting the buckling load of continuous welded rail tracks

Cited by 21 publications

References 7 publications

On the ballast–sleeper interaction in the longitudinal and lateral directions

On the ballast–sleeper interaction in the longitudinal and lateral directions

An analytical model for the prediction of thermal track buckling in dual gauge tracks

Application limits for continuously welded rails on temporary bridge decks

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