Field investigation on the lateral resistance of railway tracks including hot mix asphalt layer

Esmaeili, Morteza; Heydari-Noghabi, Hamidreza; Sayadi, Ayoub

doi:10.1080/14680629.2016.1250666

Cited by 17 publications

(2 citation statements)

References 5 publications

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“…30,31 Similarly, the longitudinal spring constants were selected over a wide range of 5–30 MPa. This choice was deemed reasonable based on measured force–displacement behavior during sleeper pullout tests 18 from which longitudinal spring constants in the range of 6–13 MPa were extracted. Additionally, in connection with track resistance to longitudinal displacement, similar values are mentioned in the UIC Code dealing with track–bridge interactions.…”

Section: Analysis Of Track Responsementioning

confidence: 99%

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Analyzing track responses to train braking

Bose

Levenberg

Zania

2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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The objective of this study was to suggest a response-analysis framework for railway tracks subjected to braking. An analytical formulation was developed, in which the rail-track system was modeled as an infinite beam supported by an orthogonal Winkler foundation consisting of linear springs in perpendicular directions. The spring constants were varied over a wide range in order to represent different track types. Braking loads were simulated as representative sets of vertical and longitudinal forces, either concentrated or distributed. Considering a realistic set of model parameters, the approach was demonstrated by evaluating track responses for a single axle and for a full train. The computations included determination of axial rail stresses, forces at the base of a sleeper, and the associated friction demand required to resist longitudinal slippage. Based on these analyses, it is concluded that longitudinal track responses have a much longer influence zone compared to vertical track responses. This implies that calculations involving a full train must be done on a case-by-case basis, i.e., they cannot be deduced from a single axle analysis. It is also found that high values of friction demand may develop at the sleeper bases-indicating possible slippage. Overall, the proposed formulation provides a highly adaptable and easily implementable first-order mechanistic tool for analysis of track responses to decelerating vehicular loads.

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Section: Analysis Of Track Responsementioning

confidence: 99%

“…This resistance may be inferior compared to a ballasted track where crib and shoulder ballast also contribute to the sliding resistance. 18,19 Analyzing track responses due to braking is also warranted in view of advances in braking systems. The traditional method of slowing or completely stopping trains involves clamping of the wheels.…”

Section: Introductionmentioning

confidence: 99%

Analyzing track responses to train braking

Bose

Levenberg

Zania

2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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Shear strength characteristics of mixing slag-stone ballast reinforcement with tire geo-scrap using large-scale direct shear tests

Esmaeili,

Heydari,

Mokhtari

et al. 2024

Railw. Eng. Sci.

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Utilizing the ballast layer with more durable and stable characteristics can help avoid significant expenses due to decreased maintenance efforts. Strengthening the ballast layer with different types of reinforcements or substituting the stone aggregates with the appropriate granular materials could potentially help to achieve this goal by reducing the ballast deterioration. One of the exquisite and most effective solutions to eliminate these challenges is to use waste materials such as steel slag aggregates and useless tires. Utilizing these waste materials in the ballasted railway track will contribute to sustainable development, an eco-friendly system, and green infrastructure. So in a state-of-the-art insightful, the ballast aggregates, including a mixture of steel slag and stone aggregates, are reinforced with a novel kind of geo-grid made of waste tire strips known as geo-scraps. This laboratory research tried to explain the shear strength behavior of the introduced mixing slag-stone ballast reinforced with tire geo-scrap. To achieve this goal, a series of large-scale direct shear tests were performed on the ballast which is reinforced by tire geo-scrap and included various combinations of slag and stone aggregates. The concluded results indicate that the optimal mixing ratio is attained by a combination of 75% slag and 25% stone aggregates which is reinforced by tire geo-scrap at a placing level of 120 mm. In this case, the shear strength‌, internal friction angle, vertical displacement, and dilatancy angle of stone–slag ballast reinforced with geo-scraps exhibited average changes of + 28%, + 9%, − 28%, and − 15%, respectively.

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