Application Examples Manual (Bridge, Civil and Structural)
Application Examples Manual (Bridge, Civil and Structural)
C.
Enter 50 for the Temperature variation of the rail tracks in
C.
For the UIC774-3 E1-3 test case the 300m long trainset travels from the left-hand
abutment of the 60m long deck to 90m past the right-hand abutment of the deck, a total
distance of 150m. For the example this trainset passage will be broken up into 10m
increments.
300 m 60 m 300 m
90 m
Enter 16 for the Number of Track Loading Locations based on the formula
Number of track loading locations = Travel / Increment + 1 giving 150 / 10 + 1 =
16.
Enter Braking for the Loading Type in the first row of loading.
Enter 1 in the Track Selection to be Loaded since there is only a single track in
the analysis.
Enter 0 for the Parametric Starting Position for Loadings (in m) to indicate the
left-hand limit of the trainset loading.
Enter 300 for the Parametric End Position for Loadings (in m) to indicate the
right-hand limit of the trainset loading. The train is 300m long in the test case.
Enter 20 for the Amount (per unit length) to apply 20kN/m horizontal braking
forces acting to the right for the trainset moving from left to right.
Enter 0 for the Starting Location of Loading for First Analysis to place the
trainset in a location where it is just about to enter the deck structure for the first
analysis, recalling that the left-hand embankment is 300m long.
Enter 150 for the Finishing Location of Loading for Last Analysis to place the
right-hand extent of the trainset 90m past the 60m deck span for the last analysis.
Enter Vertical for the Loading Type in the second row of loading.
Enter 1 in the Track Selection to be Loaded since there is only a single track in
the analysis.
Track-Structure Interaction to UIC774-3
494
Enter 0 for the Parametric Starting Position for Loadings (in m) to indicate the
left-hand limit of the trainset loading.
Enter 300 for the Parametric End Position for Loadings (in m) to indicate the
right-hand limit of the trainset loading. The train is 300m long in the test case.
Enter 80 for the Amount (per unit length) to apply 80 kN/m vertically downwards
for the trainset.
Enter 0 for the Starting Location of Loading for First Analysis to place the
trainset in a location where it is just about to enter the deck structure for the first
analysis, recalling that the left-hand embankment is 300m long.
Enter 150 for the Finishing Location of Loading for Last Analysis to place the
right-hand extent of the trainset 90m past the 60m deck span for the last analysis.
Save the spreadsheet and close the Microsoft Excel application.
Note. The horizontal and vertical loading of the trainset in the test cases have
identical configurations. More complex trainset loading configurations and acceleration
loading can be also specified (see the Rail Track Analysis User Manual for more
information).
Modelling / Running an Analysis
All of the model construction and analysis is automatically performed by the Rail Track
Analysis software option but, to do so, a blank LUSAS model must be initially created
or a suitable existing LUSAS model (that was created by the Rail Track Analysis
option) must be opened.
Running LUSAS Modeller
For details of how to run LUSAS Modeller see the heading Running LUSAS Modeller
in the Examples Manual Introduction.
Creating a Temperature-only Model
An initial temperature-only analysis can form the basis for carrying out more than one
track-structure interaction analysis with different trainset loading configurations being
used. For large analyses time savings can result from not having to re-run a temperature
analysis for each trainset loading.
Enter UIC774_testcase for the model name and click OK.
This model is created solely to allow the Rail Track Analysis option to be selected. It is
not used after the option has been run.
File
New
Modelling / Running an Analysis
495
Enter E1-3_TemperatureOnly
for the Model filename.
Enter the filename of the
Microsoft Excel spreadsheet
created for the analysis or
browse for it using the
Browse... button in the
Microsoft Excel spreadsheet
or batch text file input. If the
full folder information is not entered it will be assumed that the Microsoft Excel
spreadsheet is in the current working folder which is reported in the dialog.
Ensure an Element size of 2 is specified which will create elements of a maximum
length of 2m in the LUSAS model.
Ensure that the Apply temperature and rail loads in same analysis option is not
selected.
Ensure the Wait for solution option is selected and click the OK button.
Assuming that there have been no errors in the input for the Microsoft Excel
spreadsheet the Rail Track Analysis software option will automatically generate a
LUSAS model from the spreadsheet data and run a rail track analysis for temperature-
only loading. If the Rail Track Analysis software option detected errors with modelling
data these will be reported and must be corrected prior to re-running the Rail Track
Analysis option.
Note. If the intention was to only perform this analysis and investigate the thermal
effects then post-processing could be performed on the results of the analysis. In
addition, if the Apply temperature and rail loads in same analysis option was
selected the combined temperature and rail track loading results would now be
available. For this example we will however be using this temperature only analysis as a
starting point for more than one track-structure interaction analysis so no post-
processing will be performed at this stage.
Applying Trainset Rail Loading to the Temperature Model
The temperature only model will now be used as the starting point for the application of
the trainset rail loading that needs to be considered for the track-structure interaction
analysis.
Bridge
Rail Track Analysis
UIC774-3 >
Build Model
Track-Structure Interaction to UIC774-3
496
Enter E1-3_TemperatureOnly.mdl
for the Original model filename
which holds the temperature only
analysis or browse for it using the
Browse... button. If the full folder is
not specified then it will be assumed
that the model is in the current
working folder.
Enter E1-3_TemperatureAndRailLoads as the Rail load model filename.
Enter the UIC E1-3 Analysis.xlsx (or UIC E1-3 Analysis.xls) filename of the
Microsoft Excel spreadsheet created for the analysis or browse for it using the
Browse... button in the Microsoft Excel spreadsheet or batch text file input. If
the full folder information is not entered it will be assumed that the Microsoft
Excel spreadsheet is in the current working folder.
Ensure the Wait for solution option is selected.
Click the OK button.
Assuming that there have been no errors in the trainset loading input for the Microsoft
Excel spreadsheet the Rail Track Analysis software option will now automatically
generate a LUSAS model and run a track-structure analysis for the combined
temperature and trainset rail loading using the trainset loading information defined in
the spreadsheet.
Note. If both the temperature and trainset rail loads were applied to the original
model the program would detect this and report that the original model is not a valid
temperature-only model. If this were to happen, repeat the model building process
above before reattempting to apply the trainset rail loading to the analysis.
If errors were detected...
If errors were detected with the modelling data or the post-processing in the next
section gives different results the values in the spreadsheet should be corrected before
re-selecting the previous Rail Track Analysis menu item. If it proves impossible for you
to correct the errors reported a populated spreadsheet file is provided to enable you to
create the model and run an analysis successfully.
UIC E1-3 Analysis.xlsx (.xls) is a populated spreadsheet containing all
input data for the example.
A spreadsheet compatible for an installed version of version of Microsoft Excel should
be copied to the working folder where the track-structure interaction example model is
to be created, and the Bridge > Rail Track Analysis UIC774-3 > Apply Rail Loads
menu item re-selected.
Bridge
Rail Track Analysis
UIC774-3 >
Apply Rail
Loads
Viewing the Results
497
Viewing the Results
If the analyses were run from within LUSAS Modeller with the Wait for solution
option the results will be loaded on top of the current model.
If the results from the analyses were not automatically loaded then these should be
loaded manually using the VBScript file created by the program in the working folder.
To load the results on top of the current model, select the file E1-
3_TemperatureAndRailLoads_Reload.vbs located in the folder where the models
were generated and the analysis performed.
Automatic Extraction of Results into Microsoft Excel
The Rail Track Analysis option provides a post-processing tool that automatically
extracts the results of the analyses into tabular form in Microsoft Excel and generates
commonly required graphs and tables of quantities that can be compared against
prescribed limits for the track-structure interaction.
Enter E1-3_PostProcess for the
Filename. No *.xlsx or *.xls
extension is required.
Ensure the Working folder is set
to Current to place the post-
processing Microsoft Excel
spreadsheet into the same folder
as the analyses.
Click the OK button.
Click on Yes when asked whether envelopes are to be created in Microsoft Excel.
The automatic post-processor will now extract the results from the loaded analysis
results and generate the Microsoft Excel spreadsheet in the working folder.
Note. The post-processing can take a noticeable length of time and will occupy the
LUSAS licence for this time. The post-processing for this example should take less than
10 minutes to complete.
Caution. You should not have any other Microsoft Excel windows open while the
post-processing is carried out. Starting Microsoft Excel or opening another Microsoft
Excel spreadsheet while the post-processing is running will break the connection
between Modeller and Microsoft Excel resulting in an error and termination of the post-
processing.
File
Script >
Run Script...
Bridge
Rail Track Analysis
UIC774-3 >
Extract Results to
Excel
Track-Structure Interaction to UIC774-3
498
Open the spreadsheet E1-3_PostProcess in Microsoft Excel.
Because the creation of envelopes was specified earlier the results spreadsheet will
contain seven worksheets that contain the results from the analyses. These are titled:
Track 1
Decks
Envelope Track 1
Envelope Decks
Railbed Check
Longitudinal Reactions Check
Rail Stresses Check
Peak Relative Railbed Displacement
For a continuously welded rail (CWR) track the typical criteria to be met for the
relative railbed displacements is quoted in Clause 1.5.3 of UIC774-3 which states that:
The maximum permissible displacement between rail and deck or embankment under
braking and/or acceleration forces is 4 mm
To permit checking of this criteria rail bed displacements are included in the Track 1
Microsoft Excel worksheet which reports all of the relative railbed displacements
calculated for the track-structure interaction model. These are output in the form of the
maximum and minimum values which are reported in the summaries at the top of the
sets of results, the values over the structure graphed in the top chart and the individual
values along the length of the track in tabular form as highlighted in the following
figure.
Viewing the Results
499
Because the option to create envelopes in Microsoft Excel was chosen when the post-
processor was run the spreadsheet includes additional post-processing of the relative
railbed displacement in the form of envelopes and a table of peak values for each
trainset position.
For the envelopes worksheet the output is identical to the tabular and chart output for
the individual results in the analyses. Six envelopes are generated by the post-processor,
namely:
Envelope - Temperature Only (Max)
Envelope - Temperature Only (Min)
Envelope - Temperature and Train (Max)
Envelope - Temperature and Train (Min)
Envelope - All Configurations (Max)
Envelope - All Configurations (Min)
Concentrating on the envelopes for the combination of the temperature and trainset
loading, these are illustrated in the following figure.
Track-Structure Interaction to UIC774-3
500
Zooming into the summary tables at the top of the columns of results and charts (see
images that follow) allows the extraction of the peak relative railbed displacements of
+0.00341 m movement of the track to the right relative to the base of the ballast over
the deck, +0.007 m movement of the track to the right relative to the base of the ballast
over the whole track length and -0.0174 m movement of the track to the left relative to
the base of the ballast over the whole track length and deck.
Viewing the Results
501
The peak relative railbed displacement is therefore -0.0174 m which compares well
with the UIC774-3 E1-3 test case published result of -1.73E-2 m with a difference of
+0.6%.
In addition to the envelope worksheet, the peak relative railbed displacement can also
be found in the Railbed Check worksheet shown below. This shows that the peak
relative railbed displacement occurs when the braking trainset is placed at the 8
th
position when the front of the 300 m long trainset is just over half way across the 60 m
deck.
Note. The peak relative railbed displacement in test case E1-3 is 0.0174 m or 17.4
mm which would be greater than the limit stated in Clause 1.5.3 of the UIC774-3 code
of practice. All of the test cases in Appendix D.1 of the code of practice exceed this
limit.
Track-Structure Interaction to UIC774-3
502
Peak Axial Rail Stresses
For a continuously welded rail track with UIC 60 rails the typical criteria to be met for
the rail stress are quoted in Clause 1.5.2 of UIC774-3 which states that
The maximum permissible additional compressive rail stress is 72 N/mm
2
and
The maximum permissible additional tensile rail stress is 92 N/mm
2
To permit checking of these criteria rail axial stress values are included in the Track 1
Microsoft Excel worksheet. These are output in the form of the maximum and minimum
values which are reported in the summaries at the top of the sets of results, the values
over the track length graphed in the bottom chart and the individual values along the
length of the track in tabular form as highlighted in the following figure.
For the temperature-only loadcase (Increment 1) the maximum and minimum stresses
observed in the rail track were -76.71MPa in compression and -137.0MPa in
compression. For the temperature and trainset rail loading loadcase (Increment 2) the
maximum and minimum stresses observed in the rail track were -78.88MPa in
compression and -137.66MPa in compression.
Concentrating on the envelopes for the combination of the temperature and trainset
loading in the Envelope - Track 1 worksheet the maximum and minimum stresses
Viewing the Results
503
observed in the rail track were -30.73MPa in compression and -176.32MPa in
compression. The value of -176.32MPa compares well with the UIC774-3 E1-3 test
case published results of -182.4MPa with a difference of -3.4%.
In addition to the envelope worksheet, the peak axial stresses in the rails can also be
found in the Rail Stresses Check worksheet shown below. This shows that the peak
compressive axial stress of 176.32MPa occurs when the braking trainset is placed at the
9
th
position when the front of the 300m long trainset is 20m past the right-hand
abutment side of the deck.
Track-Structure Interaction to UIC774-3
504
Peak Longitudinal Reactions at the Abutments
The left-hand abutment provides all of the longitudinal restraint to the deck of the
structure and the peak longitudinal reactions at this abutment are now investigated.
When post-processing, the option to create the envelopes in Microsoft Excel was
chosen which caused an additional worksheet tabulating the peak longitudinal reactions
for all of the analyses to be created. This can be found in the Longitudinal Reactions
Check worksheet shown below.
This shows that the peak longitudinal reaction occurs when the braking trainset is
placed at the 9
th
position when the front of the 300m long trainset is 20m past the right-
hand abutment side of the deck and gives a reaction of 861.667 N which compares well
with the UIC774-3 E1-3 test case published result of 874.42kN with a difference of -
1.5%.
Alternative Analyses with Same Temperature Only Model
505
Close the Microsoft Excel application.
Alternative Analyses with Same Temperature Only Model
If further studies are required on the same structure for identical temperature conditions
but with different trainset loading the Rail Track Analysis option can make use of the
temperature only analysis from a previous analysis for a new one. For small structures
the time saving from avoiding the reconstruction of an identical track-structure
interaction model will generally not be significant but where the structure is very long
and has many decks and spans this time saving can become significant.
Applying Alternative Trainset Rail Loading
300 m 60 m 300 m
90 m
UIC774-3 test case E4-6 (shown above) is very similar to the one for test case E1-3.
The only difference between the two tests is the direction that the braking trainset is
travelling. As a result the temperature only model from test case E1-3 can and will be
used as the starting point for the application of the alternative trainset rail loading that
needs to be considered for the E4-6 track-structure interaction analysis.
Defining the Trainset Loading for the Structure
Copy the UIC E1-3 Analysis.xlsx (or UIC E1-3 Analysis.xls) Microsoft Excel
spreadsheet created for the E1-3 test case and save it as a new Microsoft Excel
spreadsheet with the filename UIC E4-6 Analysis.xlsx (or UIC E4-6
Analysis.xls).
Open the spreadsheet in Microsoft Excel.
Track-Structure Interaction to UIC774-3
506
Pick the Loading worksheet.
Enter -20 in the Amount (per unit length) for the trainset braking loading to
indicate that the braking load is now acting to the left for a trainset that is travelling
from right to left.
Enter 360 for the Starting Location of Loading for First Analysis of both the
Braking and Vertical loading to place the trainset in a location where it is just
about to enter the deck structure for the first analysis, recalling that the left-hand
embankment is 300m long and the deck is 60m long.
Enter 210 for the Finishing Location of Loading for Last Analysis of both the
Braking and Vertical loading to place the left-hand extent of the trainset 90m past
the 60m deck span for the last analysis.
Save the spreadsheet and close the Microsoft Excel application.
Applying the Trainset Rail Loading to the Analysis
The E1-3 temperature only model can now be specified along with the updated rail load
spreadsheet containing the revised trainset loading for the Rail Track Analysis software
option to carry out an analysis for this test case.
Alternative Analyses with Same Temperature Only Model
507
Enter E1-3_TemperatureOnly.mdl
for the Original model filename
which holds the temperature only
analysis from the previous section
or browse for it using the Browse...
button. If the full folder is not
specified then it will be assumed
that the model is in the current
working folder.
Enter E4-6_TemperatureAndRailLoads as the Rail load model filename.
Enter the UIC E4-6 Analysis.xlsx (or UIC E4-6 Analysis.xls) filename of the
Microsoft Excel spreadsheet created for the analysis or browse for it using the
Browse... button in the Microsoft Excel spreadsheet or batch text file input. If
the full folder information is not entered it will be assumed that the Microsoft
Excel spreadsheet is in the current working folder.
Ensure the Wait for solution option is selected.
Click the OK button.
Assuming that there have been no errors in the input for the Microsoft Excel
spreadsheet the Rail Track Analysis software option will automatically generate a
LUSAS model from the spreadsheet data and run a rail track analysis for the alternative
trainset positions defined by the spreadsheet data.
If errors were detected...
If errors were detected with the modelling data or the post-processing in the next
section gives different results the values in the spreadsheet should be corrected before
re-selecting the previous Rail Track Analysis menu item. If it proves impossible for you
to correct the errors reported a populated spreadsheet file is provided to enable you to
create the model and run an analysis successfully.
UIC E4-6 Analysis.xlsx (.xls) is a populated spreadsheet containing all
input data for the example.
A spreadsheet compatible for an installed version of version of Microsoft Excel should
be copied to the working folder where the track-structure interaction example model is
to be created, and the Bridge > Rail Track Analysis UIC774-3 > Apply Rail Loads
menu item re-selected.
Bridge
Rail Track Analysis
UIC774-3 >
Apply Rail
Loads
Track-Structure Interaction to UIC774-3
508
Automatic Extraction of Results into Microsoft Excel
Enter E4-6_PostProcess for the
Filename.
Ensure the Working folder is set
to Current to place the post-
processing Microsoft Excel
spreadsheet into the same folder
as the analyses.
Click the OK button.
Click on Yes when asked whether envelopes are to be created in Microsoft Excel.
The automatic post-processor will now extract the results from the loaded analysis
results and generate the Microsoft Excel spreadsheet in the working folder.
Open the spreadsheet in Microsoft Excel.
Peak Relative Railbed Displacement
From the Railbed Check worksheet of the results spreadsheet the peak relative railbed
displacement is shown to be 0.01722m when the braking trainset is placed at the 6
th
position where it is 10 m from the left-hand abutment of the deck. This peak relative
railbed displacement compares well with the UIC774-3 E4-6 test case published result
of 1.78E-2 m with a difference of -3.4%.
Bridge
Rail Track Analysis
UIC774-3 >
Extract Results to
Excel
Alternative Analyses with Same Temperature Only Model
509
Peak Axial Rail Stresses
From the Rail Stresses Check worksheet of the results spreadsheet the peak axial rail
stress is shown to be -147.13 MPa when the braking trainset is placed at the 6
th
position
where it is 10 m from the left-hand abutment of the deck. This peak rail stress compares
well with the UIC774-3 E4-6 test case published result of -162.06 MPa with a
difference of -10.15% which is just outside the 10% limit specified in the code of
practice due to the coarseness of the modelling.
Peak Longitudinal Reactions at the Abutments
From the Longitudinal Reactions Check worksheet of the results spreadsheet the peak
reaction is shown to be 2398.81kN when the braking trainset is placed at the last
position where the front of it is 90m past the left-hand abutment of the deck. This peak
reaction compares well with the UIC774-3 E4-6 test case published result of 2196.1kN
Track-Structure Interaction to UIC774-3
510
with a difference of +8.4% which is within the 20% limit specified in the code of
practice. The maximum reaction is also comparable with the alternative calculation
method which gives 2373.47kN.
Close the Microsoft Excel application.
This completes the example.
General Modelling Discussion
The modelling of the structure and approach embankments in this example is relatively
crude to ensure that the track-structure analyses can be carried out within a reasonable
length of time. As a result the accuracy of some calculated results such as the rail
stresses has been reduced and some results (for test case E4-6) are outside the permitted
accuracy stated in UIC774-3.
Description Test
Case
Railbed
Displacement
Reaction Rail Stress
2m Elements
16 Location
Increments of 10m
E1-3
0.01740 m
+0.6%
861.67 kN
-1.5%
-176.32 MPa
-3.4%
E4-6
0.01722 m
-3.4%
2398.81 kN
+8.4%
-147.13 MPa
-10.15%
1m Elements
16 Location
Increments of 10m
E1-3
0.01740 m
+0.6%
860.41 kN
-1.6%
-177.63 MPa
-2.7%
E4-6
0.01722 m
-3.4%
2398.76 kN
+8.4%
-148.04 MPa
-9.5%
1m Elements
31 Location
Increments of 5m
E1-3
0.01741 m
+0.6%
860.41 kN
-1.6%
-177.63 MPa
-2.7%
E4-6
0.01723 m
-3.3%
2398.76 kN
+8.4%
-148.50 MPa
-9.1%
1m Elements
151 Location
Increments of 1m
E1-3
0.01741 m
+0.6%
860.72 kN
-1.6%
-177.66 MPa
-2.7%
E4-6
0.01724 m
-3.2%
2398.76 kN
+8.4%
-148.51 MPa
-9.1%
0.6m Elements
251 Location
Increments of 0.6m
E1-3
0.01741 m
+0.6%
860.00 kN
-1.7%
-178.18 MPa
-2.4%
E4-6
0.01724 m
-3.2%
2398.81 kN
+8.5%
-148.90 MPa
-8.8%
0.5m Elements
301 Location
Increments of 0.5m
E1-3
0.01741 m
+0.6%
859.86 kN
-1.7%
-178.31 MPa
-2.3%
E4-6
0.01724 m
-3.2%
2398.86 kN
+8.5%
-149.00 MPa
-8.8%
0.3m Elements
501 Location
Increments of 0.3m
E1-3
0.01741 m
+0.6%
859.73 kN
-1.7%
-178.58 MPa
-2.1%
E4-6
0.01724 m
-3.2%
2398.98 kN
+8.5%
-149.20 MPa
-8.6%
Alternative Analyses with Same Temperature Only Model
511
Refinement of the modelling will improve the accuracy of the solution at the cost of
increased computer memory requirements and increased modelling / analysis and post-
processing time. The previous table shows the improvement of accuracy for the two test
cases when element sizes of less than 2m and trainset location increments of less than
10m are used. For the UIC774-3 code of practice the computed values should be within
-10% and +20% (if on the safe side) and based on this criterion all results with the
exception of those from the 2m element analysis pass the criterion.
In the previous table the meshing and increment size can be seen to have a less
significant effect on the railbed displacement and reactions obtained than on the rail
stress values. This is because the Finite Element solution is a displacement method and
reactions should be in equilibrium with the applied load which is constant. An element
size of 1m can be seen to satisfy the accuracy of the rail stresses against the
fundamental test cases in UIC774-3 but a refinement of the incrementation will allow
more accurate capture of the value of the maximum stress and location of the trainset
where the maximum rail stress occurs.
Running Analyses with Multiple Decks
To model a structure with multiple decks spreadsheet data similar to that shown on the
following pages would need to be defined.
6 m
300 m 60 m 300 m 60 m 60 m 60 m 60 m
60 m
Track-Structure Interaction to UIC774-3
512
Alternative Analyses with Same Temperature Only Model
513
Track-Structure Interaction to UIC774-3
514