Czech

2015
MIDAS
TECH TALK
Rail Structure Interaction Analysis

HyeYeon Lee midas IT

 Czech
1. Rail Structure Interaction Analysis

2. Rail Track Analysis Model Wizard

3. Dynamic Analysis of High Speed Train

2015
Rail Structure
Interaction Czech

Analysis

2015

Rail Structure Interaction Analysis

HyeYeon Lee midas IT

1. Rail Structure Interaction Analysis

Overview
1) Definition of Continuous Welded Rail (CWR)
Rails are continuously welded and thus, the length of one rail is longer than 200m.

ex > standard length rail (L=25m), longer rail (L=25~200m)

2) Necessity of Continuous Welded Rail

- The reduced impact force in the rails increases the life span of the rails and improves the ride quality.
- The decreasing noise and vibration by the reduced impact force is less impeding the ambient environment.
Q Wheel/rail impact forces
Q
Wheel impact

Dynamic amplification
6
forces occur 5
4
3
2
1
0
2 4 6 8 10 12 14 16 18 20 22
Time[ms]

3) Check Points for Continuous Welded Rail

- When temperature rises: track deformation

(buckling of rail)
- When temperature drops: fracture failure

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1. Rail Structure Interaction Analysis

Track-Bridge Interaction

Traction/Braking loads

Temperature Train vertical loads

Longitudinal displacements
abutment pier at top surface of deck end

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1. Rail Structure Interaction Analysis

Track-Bridge Interaction
1) Axial Forces in a Continuously Welded Rail Track on Embankment 2) Axial Forces in a Continuously Welded Rail Track on Bridge
(Thermal Load on the Rail) (Thermal Load on the Bridge)

Axial forces

Resistance
in the rails
Additional rail
F E A T stresses

Continuous welded rail

Fixed end Movable end

Displacement in the rails (mm)

Distance (m)

Axial forces in the track on embankment Track/bridge interaction due to

under thermal loading thermal loading

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1. Rail Structure Interaction Analysis

Design Requirements for Track/Bridge Interaction Analysis

Design Standards: UIC774-3, EN 1991-2
Design Criteria
Item Loads
Gravel ballast bed Concrete bed

R1500: 72N/mm2
R700: 58N/mm2
Compressive stress Thermal loads 92N/mm2
Additional rail R600: 54N/mm2
Traction/braking loads
stress R300: 27N/mm2
Train vertical loads

Tensile stress 92N/mm2 92N/mm2

<5mm Check the stability (the

Longitudinal relative displacement in <30mm (when rail uplift force and
Traction/braking loads
bridge deck expansion device at both compression) of rail
ends) fastener
Check the stability (the
longitudinal displacement due to rotation
uplift force and
of the deck end between deck and deck or Train vertical loads <8mm
compression) of rail
between deck and pier
fastener

Opening displacement when split web at

rail end takes place (applying cable Same as the gravel track
Thermal loads D=(R2-(R-)2)
signaling system or zero-longitudinal
resistance rail (ZLR) fastener)

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1. Rail Structure Interaction Analysis

Design Loads
1) Thermal Loads
- If all of the spans in the bridge consist of a continuous welded rail, thermal loads are applied to the bridge and rails or the
rails only.
- If rail expansion joints are present on the bridge, thermal loads are applied to both the bridge and the rails.
- Temperature variations in the rails and bridge are as follows:
. Rails: in summer=+40, in winter=-50
. Bridge: concrete structures= 25, steel structures= normal temperature area 35, cold temperature area 45

2) Traction/Braking Loads
- Traction/braking loads are uniformly distributed and applied to the two front positions of the rails. The magnitude
of load and the loaded length are as follows:

Traction loads braking loads

Type of Track
Magnitude of Load Loaded length Magnitude of Load Loaded length
High-speed railway 33kN/m/track 33m 20kN/m/track 400m
Normal railway 24kN/m/track 33m 12kN/m/track 300m

- For the cases such as an exclusive subway track, light rail transit, etc where the design loads are different,
transformed uniform loads which correspond to of the rail axial loads are used. The loaded length is equal to
one maximum coach.
- Traction/braking loads are applied concurrently with the associated vertical loads.
- Traction/braking loads are applied to the positions that will cause the most unfavorable rail stresses or bridge
deformations.
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1. Rail Structure Interaction Analysis

Design Loads

3) Train Vertical Loads

-For a high-speed railway, HL load does not include - For a normal railway, LS load and an equivalent load
an impact factor. For a passenger locomotive, HL can be applied and an impact factor is not
load can have a uniform load of 60kN/m. considered.

(a) LS load (L-load)

(a) HL load 95kN/m
74kN/m

(b) Equivalent LS load

(b) Equivalent HL load

- For an exclusive subway track, EL-18 load or an equivalent

uniformly distributed load can be applied.
- For a double or more track bridge, only two tracks will be
loaded with train vertical loads.
- For a multi-span continuous bridge, only the deck near the
critical positions will be loaded.

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1. Rail Structure Interaction Analysis

Load Combinations

- Load combinations used for computing the rail stresses and the longitudinal loads acting on bearings

R = R (Thermal loads) + R(Traction/braking loads)+R(Train vertical loads)

- When computing the stresses and displacements in the rails for a continuous or simply supported bridge deck:
,,=1

- When using the computational analysis method, the interaction due to traction/braking loads and train vertical
loads can be separately computed.

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1. Rail Structure Interaction Analysis

Procedure when Requirements are not satisfied

The limits to the axial force and displacement

of a continuous welded rail on bridge are exceeded

Countermeasure
Support layout

bridge Span composition

Stiffness of deck
Conditions for building rail expansion joints
Use zero-longitudinal resistance
track
rail fasteners
Minimum separated distance between expansion joints
Separation distance from a turnout
Separation distance from the terminus for a transition
Economic efficiency curve
Separation distance from the terminus for a bell curve
Compare the maintenance cost for rail Requirements for building the bridge deck
expansion joints with the cost of bridge
construction

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1. Rail Structure Interaction Analysis

Flow Chart
Check the axial force
and displacement in OK Continue
the rails
NG
Modify the support placement

NG Check the axial force OK

and displacement in
the rails
NG
Modify the span composition

NG Check the axial force OK

and displacement in
the rails
NG
Modify the stiffness of deck

NG Check the axial force OK

and displacement in
the rails
NG
Use a zero-longitudinal resistance rail fastener

NG Check the axial force OK

and displacement in
the rails
NG
Consider building REJ (rail expansion joint)

NG Analyze the economical OK Allow the construction of rail

Submit the report 12
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1. Rail Structure Interaction Analysis

Track-Bridge Interaction Analysis

1) Computational Analysis
- Considerations for modeling
Placement of bearings, the dimensions and properties of the deck and pier, the bending stiffness and the height of deck,
the neutral axis of deck, and the lateral and bending stiffness of foundation.
Rail expansion joint
Rail Spring for the longitudinal
resistance of ballast (Bilinear)
2. Idealized bilinear curve (under train loading)

1. Observed data
Longitudinal
resistance of
the roadbed 3. Bilinear curve when train loading is not applied
Embankment section
Bridge deck

Longitudinal displacement of the rail

Centerline of track
- Finite elements
Rigid Link
Rail and bridge: Beam elements
Ballast or pad: nonlinear spring elements

Neutral axis of bridge deck
- Modeling method
Rigid Link
Element length: 1~2m is recommended
Bearing
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1. Rail Structure Interaction Analysis

Analysis Methods

- The accuracy depends on the computational analysis methods.

- The following two computational analysis methods are available:

. Separate analysis: thermal loading, traction/braking loading and train vertical

loading are separately considered.

. Complete Analysis: thermal loading, traction/braking loading and train vertical

loading are concurrently applied.

- Depending on the global structural system, the separate analysis is more likely to
produce the greater axial forces than the staged analysis.

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1. Rail Structure Interaction Analysis

Analysis Methods

Simplified Separate Analysis Complete Analysis

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Rail Track
Analysis Model Czech

Wizard

2015

Rail Structure Interaction Analysis

HyeYeon Lee midas IT

2. Rail Track Analysis Model Wizard

Rail Track Analysis Model Wizard (Layout)

Advanced: define the fixed ends freely and

adjust the span length

ZLR: Specify the zero-longitudinal resistance rail

fastener (the resistance of ballast is set to zero for
the specified sections.)
ex ) 4@50,70: four decks with the length of 50m and
a deck with the length of 70m. The total length of REJ: Place the rail expansion joint for each track
bridge section is 270m.

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2. Rail Track Analysis Model Wizard

Rail Track Analysis Model Wizard (Section)

Define Tapered Section

Tapered Section Assignment

Sections at 0.1 of the total span length: Span_2
Sections at 0.5 of the total span length: Span
Sections at 0.9 of the total span length: Span_2

Tapered Option
Start 0.1~Start 0.5: Z Axis Curved Type (Quadratic) , From (J-end)
Start 0.5~Start 0.9: Z Axis Curved Type (Quadratic) , From (I-end)
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2. Rail Track Analysis Model Wizard

Rail Track Analysis Model Wizard (Boundaries)

1 1 . Lateral Resistance Data
- Enter gravel ballast data and concrete ballast data.
- For gravel ballast, the resistance of ballast is different between the stress
check and the displacement check.

2. Define Condition
- Select either gravel ballast or concrete ballast for the entire section.
- Via the Advanced function, select either gravel ballast or concrete ballast by
sections (For undefined sections, gravel ballast is used).

3 2

3. Boundary Types
Spring Type Bearing Type

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2. Rail Track Analysis Model Wizard

Rail Track Analysis Model Wizard (Boundaries)

4. Modeling by Sections
1) Embankment section 2) Section connecting embankment and deck start point 3) Section connecting deck start and end points

5. Boundary Conditions Taking into Account the Effective Length

The resistance of ballast entered should be in kN/m and is longitudinal resistance.

The resistance multiplied by the effective length will be used in the model.
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2. Rail Track Analysis Model Wizard

Rail Track Analysis Model Wizard (Load)

1. Accelerating/braking/vertical train loads can be freely entered by sections in a tabular format.
The length and magnitude of load can be entered with reference to the left end of the model.
Case 1: Single Track Case 2: Double Track

-Running Direction: the direction in which the train runs. Define either Keep Right or Keep Left.
-Train Section: Train section is recognized when a vertical load is entered. When a vertical Load is excluded, define Train Section and apply Loaded
Condition.
- Load Type: For single track, in general, apply either accelerating loads or braking loads. For double track, apply accelerating loads and braking loads
for each track. As far as train vertical loads are concerned, various uniform loads can be applied by sections and therefore HL load, which is most
frequently used, can be easily represented.

2. Files are added for the moving load analysis

- Number of Track Loading Locations: the number of moving times of train load. If n is entered, n files are added.
- Location Increment for each Model: the increment of moving load per track. If n is entered, the train moves by n and the boundary conditions
are assigned to the section to which the train load is applied.
ex> If Number of Track Loading Locations is 3 and Location Increment for Track is 10, the train moves forward by 10m, 20m and 30m and three files are added.

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2. Rail Track Analysis Model Wizard

Rail Track Analysis Model Wizard

1 .Stress Check Model Option

This option creates a file to check the additional stresses.
-Simplified Separate Analysis Model
-Complete Analysis

2. Displacement Check Model Option

This option creates a file to check the displacements. In this file, the resistance of ballast applied at Unloaded Condition is different for the case of
gravel ballast. In addition, this file is available only for Simplified Separate Analysis Model.
- Relative Longitudinal Displacement Component due to Acceleration and Braking Alone
- Relative Longitudinal Displacement Component due to Vertical Effects
-Relative Longitudinal Displacement Component at Rail Expansion Joints
- Rail Break Gap Size

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2. Rail Track Analysis Model Wizard

Case Studies

For the case of a high-speed railway with gravel ballast and double track, the following properties are defined for rail, ballast and horizontal
alignment:
Track Item Property Unit Value Remark

UIC60

Rail Cross-sectional area A m2 7.669E-3

Moment of inertia Iyy m4 30.363E-6

Gravel ballast

Longitudinal resistance (Unloaded) kN/m 12.0~20.0 Stress check: 20.0

Ballast Displacement check: 12.0

Longitudinal resistance (Loaded) kN/m 60.0

Limit displacement mm 2.0

Horizontal Tangent section

alignment

PC Box girder bridge is chosen for the high-speed railway track.

The dimensions of girder and the geometric relation between the girder and track are defined as follows:
Neutral Axis
Equivalent Modulus Cross-
Span Length Moment of Inertia (Girder Reference Main Girder Height
Girder Type of Elasticity sectional Area
Location)

(m) ( E : N/m2 ) ( A : m2 ) ( Iyy : m4 ) ( Izz : m4 ) (d:m) (H:m)

PC Box 40 2.8 x 1010 12.0 20.0 165.0 1.11 3.5

6
The longitudinal resistance of deck is set to 1.5 x 10 kN/m.
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2. Rail Track Analysis Model Wizard

Case Studies

For the case of a high-speed railway with gravel ballast and double track, the rail, ballast and horizontal alignment are defined as follows:

Simple bridge type

40m 40m 40m 40m 40m 40m 40m 40m 40m 40m

Continuous bridge type

80m 80m 80m 80m 80m

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2. Rail Track Analysis Model Wizard

Case Studies
Axial stress by temperature load (Simple span bridge)

-26.6 MPa

Axial stress by temperature load (Continuous bridge)

-44.1MPa

Because the simple bridge type gives the smaller additional stress than the continuous bridge type, the simple bridge type is adopted.
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2. Rail Track Analysis Model Wizard

Case Studies
Axial stress by temperature (+25C) at Unloaded Condition

-26.6 MPa

Axial stress by temperature, traction and vertical train loads at Loaded Condition

-35.6MPa

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2. Rail Track Analysis Model Wizard

Case Studies

Axial stress by temperature, braking and vertical train loads with different train position

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2. Rail Track Analysis Model Wizard

Check Displacements

1) Relative Displacements between the Rails and Bridge

- Restrict the deformations of the deck and the track to prevent the excessive relaxation of ballast.
- Limits to the relative lateral displacements between the bridge deck and rails under traction/braking loads: 4mm or less
- Exceptions are made for the cases where the zero-longitudinal resistance rail fastener is used and the special treatment is
done for the contact underneath the rails.

2) Limits to the Relative Longitudinal Displacements in the Bridge Deck

- Limits to the absolute longitudinal displacements between the bridge deck and pier or between the bridge deck
and deck under traction/braking loads: 5mm or less

3) Limits to the Longitudinal Displacements in the Deck End due to the Angle of Rotation
- Limits to the longitudinal displacements in the deck end due to the rotation of the deck end under train vertical
loads: 8mm or less

Longitudinal displacements
abutment pier at top surface of deck end

Limits to relative longitudinal displacements Limits to displacements due to rotation of deck end
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2. Rail Track Analysis Model Wizard

Case Studies

Relative Longitudinal Displacement by traction loads

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2. Rail Track Analysis Model Wizard

Case Studies

Relative Longitudinal Displacement by vertical train loads

Tip> If the deck is defined by Center-Top, the nodal displacements at deck top are produced and
these include the nodal displacements due to rotational angle. If the deck is defined by centroid,
the nodal displacements at deck top can be computed using the following equation:
Relative displacement due to rotation of the end
= displacement Dx at neutral axis + distance from centroid to deck top x sin(Rot Ry)
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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Track (1)

1) Longitudinal Resistance of Track
Longitudinal resistance of track vs. longitudinal
Bi-Linear behavior of longitudinal resistance of track
displacement of rail

Allowable longitudinal resistance of track

Longitudinal
Limit displacement
Type of Track Load Case resistance of track Remark
(mm)
(kN/m)
Loaded Case 2.0 12.0~20.0 Note 1
Gravel track
Unloaded Case 2.0 60.0

Concrete track or frozen Loaded Case 0.5 40.0 Note 2

ballast track Unloaded Case 0.5 60.0

Note 1: Apply 20.0kN/m when checking the rail stresses and apply 12.0kN/m when checking the displacements in the structure
Note 2: In the case when tests for longitudinal resistance are conducted, values derived from tests can be used.
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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Track (1)

Axial stresses of Ballast Bed in the longitudinal direction
Loaded Condition
Unloaded Condition (under thermal loads) (traction/braking loads and vertical loads added)

Axial stresses of Concrete Bed in the longitudinal direction

Loaded Condition
Unloaded Condition (under thermal loads) (traction/braking loads and vertical loads added)

MIDAS Information Technology Co., Ltd.

Longitudinal axial stress is about 30% less in the ballast track than in the concrete track under the same conditions. 32
2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Track (2)

2) Zero-Longitudinal Resistance Rail (ZLR) Fastener in the Bridge Section

Characteristic behavior of zero-longitudinal resistance rail fastener

- The zero-longitudinal resistance rail fastener behaves similarly to the conventional rail fastener for the gravity
load but generates a gap between the rail and the rail fastener not to introduce longitudinal resistance.

<Gap between rail fastener and rail base> <Downslide of rigid body of rail fastener> <Vertical load-displacement diagram>

Installing ZLR fastener can reduce about 29% of the axial stress.

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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (1)

1) Expansion Length
- Illustrations of expansion lengths

- Type 1 - Type 2

- Type 3 - Type 4

- Maximum expansion length recommended by UIC774-3 for a single deck railway bridge with gravel ballast not needing
REJ (rail expansion joint)
. 60m: Steel structure with gravel ballast track (the maximum length is 120m when a support exists in the middle)
. 90m: Steel or concrete bridge with gravel ballast track and concrete slab
(the maximum length is 180m when a support exists in the middle)
. For the ballastless track, detailed analysis should be conducted.

L 2L

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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (1)

- Type 1

-Unloaded Condition : 26.48 MPa -Loaded Condition : 32.86 MPa

- Type 2

-Unloaded Condition : 11.45 MPa -Loaded Condition : 14.07 MPa

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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (1)

- Type 3

-Unloaded Condition : 26.52 MPa -Loaded Condition : 42.05 MPa

- Type 4

-Unloaded Condition : 21.12 MPa -Loaded Condition : 26.43 MPa

Axial stresses in the longitudinal direction under the same conditions:

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Type 2 (14.07 MPa) < Type 4 (26.43 MPa) < Type 1 (32.86 MPa) < Type 3 (42.05 Mpa)
2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (2)

2) Span length

- Train vertical loads can cause the longitudinal deformations in the girder, and the span length is the factor
causing the track/bridge interaction.

3) Bending stiffness of the deck and the deck height

- Because of the bending of deck, train vertical loads on bridge can cause interactions.
- The bending of deck induces longitudinal deflections at top surface of the deck end and therefore causes the
relaxation of gravel track.
2@40M_FMM_Vertical Load
-35

0.1 Ko
-30
0.5 Ko
1.0 Ko
-25
2.0 Ko

Rail Stress (MPa)

10 Ko
-20

-15

-10

-5

-The effect of bending in deck end 0

1.0 EI 1.5 EI 2.0 EI

Stiffness of Deck
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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (3)

4) Support stiffness
K: Total stiffness of support

: relative displacement between the upper and lower parts of bearing

Bending of Pier Rotation of Foundation Displacement of Foundation

-Factors affecting the support stiffness K

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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (4)

5) Effects of support layout of bridge

-Types of bearing

FFFF type FMM type

FM type MFM type

FMMF type MFMM type

Axial forces by FF-MM type Axial forces by FM type

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2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (4)

Cases illustrating the effects of support layout of bridge
- Case1: Simple bridge ( 1@30 8 Span)
FMFM type MFFM type

38.1 MPa 28.1 MPa

Axial force is about 26% less for MFFM type (28.12 MPa) than in the FMFM type (38.08 MPa) when other conditions are identical.

- Case 2: 2 span continuous bridge (2@30 4 Span)

MFM type FMM type

29.8 MPa 54.2 MPa

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Axial force is about 45% less for MFM type (29.77 MPa) than in the FMM type (54.20 MPa) when other conditions are identical.
2. Rail Track Analysis Model Wizard

Factors Affecting the Axial Forces in Bridge (4)

6) Axial forces affected by span composition

78.7 MPa 60.6MPa

59.7 MPa

Case 1 : 78.75 MPa > Case 2 : 60.63 MPa > Case 3 : 59.72 MPa
MIDAS Information Technology Co., Ltd. 41
Axial force is 24.2% less for Case 3 than in Case 1.
Dynamic Analysis
of High-speed Czech

Train

2015

Rail Structure Interaction Analysis

HyeYeon Lee midas IT

3. Dynamic Analysis of High-speed Train

Rail-structure Interaction in High-speed Train

Consideration of Forces
- The braking force when a train stops on the bridge
- The longitudinal force due to seasonal temperature difference

MIDAS Information Technology Co., Ltd. ballast behaves nonlinearly 43

3. Dynamic Analysis of High-speed Train

Dynamic Nodal Load

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3. Dynamic Analysis of High-speed Train

Train Dynamic Load Generation

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Thank you!