Massachusetts Institute of Technology

From the SelectedWorks of Sakdirat Kaewunruen

November 8, 2013

Railway Bridge-Track Interaction Under Elevated

Temperatures
Sakdirat Kaewunruen

Available at: http://works.bepress.com/sakdirat_kaewunruen/38/

5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

Railway Bridge-Track Interaction Under Elevated Temperatures

O. Mirza1, S. Kaewunruen2, O. Guzman3, V. Aquino3 and A. Cavasini3

1 Lecturer, University of Western Sydney, Australia. E-mail: o.mirza2uws.edu.au
2 Rail Specialist, Railcorp New South Wale, Australia. E-mail: [email protected]
3 Final year student, University of Western Sydney, Australia. Email: [email protected],
[email protected], [email protected]

ABSTRACT
This paper presents the adaptability to short-term climate variability and extreme events of existing
infrastructures in Australia, especially railway track bridges. The main objective of this research was to analyse
the interaction between the track and bridge under elevated temperatures. The scope of work was to evaluate the
behaviour of the track and bridge interaction throughout temperature ranges experienced in summer periods
whereas the expansion and contraction of materials are different in nature. This investigation was emphasised on
the differential longitudinal behaviours of railway track and bridge structure. A nonlinear 3D finite element
model of a railway bridge (ballast top) was developed using a commercial software program, ABAQUS. This
study also highlights the differences in mechanical properties of steel rails, concrete, high density polyethylene
and ballast aggregates through the life cycles. These mechanical properties were considered within a nominated
temperature range between 20˚C and 100˚C. A field measurement of longitudinal displacements has been used
for FE model validation. The results of the displacements from finite element models were reasonably in good
agreement with the field measurement. In addition, a parametric study was conducted to highlight the structures
ability to withstand an increase in loads whilst maintaining the serviceability requirements specified by the
Australian Bridge Standards.

KEYWORDS: Temperatures, bridge track interaction, sustainability and finite element modelling

1. INTRODUCTION

This research was conducted to analyse the effect of elevated temperatures on the interaction between the track
and bridge on an existing bridge. Over the last year Sydney had experienced abnormal temperature conditions.
These strange weather patterns prompted the investigation using an advanced 3D finite element model taking
into account the high temperatures, in order to understand its effect on the longitudinal behaviour of the bridge
and associated railway track. The aim of this research is also to evaluate whether the existing design condition of
the railway bridge and track is adequate for the extreme temperature range. The finite element results could
provide additional information for reinforcement, retrofit or strengthening of the bridge in the future.

Previously, (Cao et.al, 2010) explored the effects caused by temperature on cable stay bridges by using structural
health monitoring sensors. It discovered that the bridges that are subjected to the effects of the natural
environment throughout their life cycles should be able to resist deterioration from imposed loads due to the
environment, even though the exposure may lead to sudden failure and possibly death of humans. (Cao et.al,
2010) further discussed the temperature and the variation of temperature with respect to the sunlight exposure.
They concluded that these temperature variations and gradients can lead to internal forces when a structure’s
thermal expansion is constrained.

(Barr et.al, 2005) studied the issues with respect to the effects of temperature variation on precast, prestressed
concrete bridge girders. The effect of temperature distribution can play a significant role in bridge failure,
promoting thermal expansion leading to catastrophic circumstances. (Barr et.al, 2005) illuminated the
importance of designers providing bearing supports with adequate displacement and rotation capacities as these
elements are prone to failure. The authors also further discussed the importance of providing adequate clearance
for longitudinal expansion at the supports. If this clearance is not considered in the design, it is likely that this
longitudinal thermal expansion will cause the girder subjected to large axial loads, leading to damage at the
abutments or bearing supports. (Barr et.al, 2005) also concluded that the inclusion of temperature variation in
calculations is an important factor in girders capability due to significant increases in the girders bottom tensile
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

stress.

The research undertaken by Barr et.al (2005) is supported by Rujikiatkamjorn (2005) and Chapman et.al (2005).
They also had undertaken similar study looking at the effect of temperatures has on railway structures and its
individual components. They also concluded that the effect of temperatures played a significant role for the
whole bridge itself. The rail tracks are designed to withstand certain limits of temperature whilst still maintaining
functionality. This threshold is often referred to as the critical temperature point (e.g. at an ambient temperature
of 38 degree Celsius in NSW). Once this point is reached, the rails that have absorbed cumulative heats could
yield large deformation and these may lead to a misalignment according to the temperature.

It is important to understand the behaviour of the bridge as a whole structure and the interaction with railway
track so that the impact on the individual components can be addressed. If thermal expansion occurs, it could
affect the ballast, the sleepers, the rail pads or the steel rail tracks which could in turn lead to the bridge
becoming structurally inadequate. Therefore it is important to understand the vulnerability of the bridge and
railway track to such effects of elevated temperatures.

This numerical study herein was carried out using advanced nonlinear finite element modelling using three
dimensional solid elements. A real existing bridge-track structure was adopted for this case study. The scopes of
the research herein are only extended to:
• Analysis of the effect of elevated temperatures on the longitudinal behaviour of the bridge structure.
• Study of the interaction between the bridge and track when subjected to elevated temperature.

2. DESCRIPTION OF THE EXISTING BRIDGE

The case-study of the bridge consists of a concrete main deck which is 164m in length with cross section shown
in Figure 2.1. The bridge is a railway bridge where the ballast, concrete sleepers, rail pad and rail were sitting on
top of the main deck.

Figure 2.1 Cross section of the existing concrete bridge for case study

The main focus of this study is to study the behaviour of the track and concrete structure under elevated
temperatures. The temperature range in this study varies from 20°C (assumed as ambient temperatures) to 100°C
in order to capture the parametric interaction of bridge and railway track. The FEM analysed the longitudinal
displacement of the bridge and track due to temperatures (directional along the track). The thermal loads of the
temperatures were simplified as a pressure load on the face of the concrete structure and steel rail. Variations in
temperatures were achieved by varying the pressure applied and the material properties according to temperatures.
Temperatures of the rail are relative to the rest of the structure. Each material is under the same thermal load for
each temperature increment.

3. FINITE ELEMENT MODELLING

Three-dimensional solid elements were used to model the bridge in order to achieve an accurate result from the
finite element analysis using the finite element software known as ABAQUS.
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

3.1. Material Properties

In general, constitutive laws are used to define the stress-strain characteristics of a material. The accuracy of the
analysis is dependent on the constitutive laws used to define the mechanical behaviour. In materials such as
concrete, ballast, concrete sleeper, rail pad and steel rail, the constitutive laws are represented by the stress-strain
relationships of the materials. In this paper, the mechanical behaviour at ambient and elevated temperatures is
considered.

3.1.1. Concrete
Material properties of concrete was recommended by Mirza and Uy (2009) according to Carreira and Chu
(1985), where the stress in compression is assumed to be linear with respect to strain up to a stress of 0.4f’c.
Beyond this point, the stress is represented as a nonlinear function of strain according to Equation 3.1. For
concrete in tension, the tensile stress is assumed to increase linearly relative to strain until the concrete cracks.
After the concrete cracks, the tensile stress decreases linearly to zero at a strain of 10 times the strain at cracking
(see Figure 3.1). As for elevated temperatures, the peak stresses at these temperatures were then calculated using
Equation 3.2 from Eurocode 2 British Standards Institution (2004). The compressive strength of the
superstructure for the rail deck is 50MPa. This stress was then used to compute the peak compressive strength of
the concrete at 20, 30, 40, 50, 60 and 100°C.

f 'c γ (ε c / ε 'c ) (3.1)

σc =
γ − 1 + (ε c / ε 'c )γ
3εf c.T (3.2)
σ c (T ) =
 ε3 
ε cl .T 2 + 
 ε cl ,T 

where,
3
f'
γ = c + 1.55 and and ε c = 0.002
32.4
f´c = characteristic strength of compressive cylinder strength of concrete
εc = concrete compressive strain; ε'c = strain corresponding to f'c
𝑓𝑐,𝑇=Ultimate stress of concrete
𝜀𝑐𝑙,𝑇=Strain at the ultimate stress of the concrete

25 1.4
1.2
20
Stress, σ (MPa)

1
Stress, σ (MPa)

15
0.8
10 0.6
0.4
5
0.2
0
0
-0.002 0 0.002 0.004 0.006
0 0.05 0.1 0.15 0.2
-5
Strain, ε Strain, ε

Figure 3.1 Stress-strain relationship for concrete according Figure 3.2 Stress-strain relationship for ballast according
to Carreira and Chu (1985) to Carreira and Chu (1985)

3.1.2. Ballast
Shahin and Indraratna (2006) conducted experiments to obtain the mechanical behaviour of ballast through
artificial neural networks. (Shahin and Indraratna, 2006) stated that the model proposed was an efficient way of
predicting the mechanical behaviour of ballast. In the FEM model for this research, the mechanical property of
the ballast has been taken from Shahin and Indraratna (2006) and has been idealised in order to illustrate the
mechanical properties of ballast. Figure 3.2 represents the idealised behaviour of the ballast material.
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

3.1.3. Rail pad

There are various rail pad materials used in Australia which include high density poly-ethylene polymers,
polyurethane, natural rubber. Rail pads made of a high density poly-ethylene have been specified for use in the
New South Wales suburban network according to Remmenikov et al. (2006). The rail pad model that was used
for the finite element model herein underwent compressive forces as trains run across the bridge, so data from
the compressive tests were taken as a basis for our material properties of the rail pad as illustrated in Figure 3.3.
40 600
35
500
Stress, σ (MPa)

30

Stress, σ (MPa)
400
25
20 300
15
200
10
100
5
0 0
0 0.05 0.1 0.15 0.2 0 0.05 0.1 0.15 0.2
Strain, ε Strain, ε

Figure 3.3 Stress-strain relationship for rail pad Figure 3.4 Stress-strain relationship for steel rail
according to Remmenikov et al. (2006) according to Loh et.al (2003)

3.1.3. Steel rail

The general stress-strain characteristics of steel rails are assumed to be similar to structural steel as illustrated in
Figure 3.4. Their behaviour is initially elastic after which yielding and strain hardening develop. A piecewise
linear approach was found to be sufficiently accurate to represent the stress-strain relationship. According to
(Loh, et al., 2003), the stress-strain relationship for structural steel is represented as a simple elastic-plastic
model with strain hardening. The mechanical behaviour for both compression and tension is assumed to be
similar. Figure 5 represents the stress-strain relationship for steel rail. The results obtained from Chapman et al
(2005) showed that as the temperature increases the elastic modulus of steel decreases.

3.2. Finite Element Type, Mesh, Boundary Conditions and Loading Conditions

Three-dimensional solid elements were used to model the bridge and track interaction in order to achieve an
accurate result from the finite element analysis. The bottom of the ballast layer was restricted in the all three
directions (x,y,z). The ballast, rail and sleepers were modelled as a three-dimensional eight-node element
(C3D8R). This was used because it is a solid element and it was also used to improve the rate of convergence.
The rail pads and sleepers were modelled as fixed elements restricted in displacement and rotation. Similarly the
steel rails were fixed onto the sleepers using tie constraints. This causes a restriction in the translation and
rotation of the element. The coefficients of static friction for each element within the track structure are shown in
Table 3.1.

Table 3.1 Coefficient of static friction of track structure

Element Coefficient of friction, µ
Rail to Pad 0.65 – 0.7
Pad to Sleeper 0.73
Sleeper to Ballast 0.65 – 0.7
Ballast to Concrete 0.86

The piers supporting the bridge were considered as pin and roller supports. This made the bridge to be a
continuous structure. The boundary condition for the first piers was set as pinned support where it was fixed for
U1, U2 and U3. The piers along the bridge were set as roller supports where they were fixed for U1 and U3.
Figure 3.5 illustrates the finite element mesh used to represent a quarter model of the experimental specimen.
The aim of this was to reduce the simulation cost and computational time. The generated mesh was designed to
give an optimal accuracy. All the nodes designated as Surface 1 are restricted to move in the x-direction while all
the nodes in Surface 2 are restricted to move in the z-direction.

The thermal loads of the temperatures were applied as a pressure load on the Surface 1 of the concrete structure
and steel rail. This is to analyse the effects of thermal loading on the bridge. Both the loads were employed using
the modified RIKS method which can be obtained through a series of iterations for each increment for a
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

non-linear structure. The RIKS method was used for the nonlinear analysis to ensure that any unloading was
captured.

Steel Rail Rail Pad

Sleepers
Ballast
Concrete Main Deck
Surface 2

Surface 1

Figure 3.5 Finite element model layout

4. RESULTS AND DISCUSSION

The existing bridge was designed to have allowance of 120mm horizontal displacement. It is noted that there
was a gap of 120mm at the expansion abutment (presumably act as a roller). The field measurement was
measured at maximum displacement of approximately 40mm at elevated temperatures over a 24 hour span of
day-night. The daily temperature range data from Bureau of Meteorology was used for analysis.

The stress distribution throughout the structure when exposed to 30°C is illustrated in Figure 4.1(a). The figure
demonstrates that the higher stresses transferred onto the bridge occur at the first sleeper from the edge face and
at the bottom of the third sleeper from the edge face. The longitudinal movements for the steel rails and concrete
deck are extremely close with the values of 36.71mm and 36.85mm, respectively. A total displacement variation
of 0.14 mm was observed. Since the measured value is approximately 40mm, therefore at 30°C temperatures,
there are no issues with the structural aspects of the bridge. However, it is noted that the rails tend to move along
the longitudinal direction with a similar magnitude with the bridge deck.

At 40°C temperatures, the stress distribution is very similar to that occurring at 30°C as shown in Figure 4.1(b).
The peak stresses were observed at the concrete structure and steel rail. Figure 4.1(b) also demonstrates that
the higher stresses transferred onto the bridge occur at the first sleeper from the edge face and at the bottom of
the third sleeper from the edge face. The longitudinal deformations for the steel and concrete are extremely close
with the value of 36.85mm and 36.99mm, respectively. A total displacement variation of 0.14mm was observed.
Since the measured value is approximately 40mm, therefore at 40°C temperatures, there are no sign of the
structural integrity deterioration of the bridge.

The stress distribution throughout the structure when exposed to 50°C temperature is illustrated in Figure 4.3(c).
Even though the peak stresses distribution is similar to temperatures mentioned above, however, the higher
stresses are distributed to ballast and concrete sleepers. This illustrates that the pressure increase from the
previous temperature range of 40°C. This is expected as the temperature increased. The longitudinal deflection
also increased when compared to 40°C. The longitudinal displacements for concrete deck and steel rail are
45.36mm and 45.46mm, respectively. This is an increase of approximately 6mm compared to that at 40°C. This
highlights that between 40°C and 50°C temperatures the major change in displacement occurs. Therefore this
temperature range is the critical temperature range for the structure for determining the total longitudinal
deflection. Importantly, the rails (which are smaller cross sections in comparison with concrete deck) require
monitoring and stress management before they incur track buckling (or a misalignment).
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

(a) Stress distribution at 30°C

(b) Stress distribution at 40°C

(c) Stress distribution at 50°C

(d) Stress distribution at 60°C

(e) Stress distribution at 100°C

Figure 4.1 Stress distribution for different thermal loading conditions

At 60°C temperatures, the stress distribution remains very similar to the stress distribution at 50°C. Peak stresses
still apply in the same places with the value slightly increased. The horizontal deflection at 60°C is also very
similar to the previous value at 50°C, with only a very slight increase in displacement from 45.36mm to 46mm
for concrete and 45.43mm to 46.17mm for steel rail. Steel rail continues to have a slightly higher displacement
when compared to concrete with a difference of 0.17mm which is identical to that calculated at 50°C. Although
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

both the longitudinal displacements for 50°C and 60°C exceed the measured value of 40mm, but these values are
still well under the 120mm allowance. Therefore, 50°C and 60°C could still be considered acceptable for the
temperature range in which the bridge is exposed to. In contrast, steel rails require a demanding monitoring of
stress management.

Figure 4.1(e) demonstrates the stress distribution and deflection for 100°C. The peak stresses still apply in the
same regions as previously described, but higher stresses can be observed in the ballast and concrete sleepers.
The displacement has increased from the previous temperature with concrete having a displacement of 46.18mm
and steel having a displacement of 46.34mm. This gives a difference of 0.20mm. This temperature range is
considered to be very extreme; the research undertaken from the Bureau of Meteorology suggests that this
scenario would be highly unlikely to occur. However, this also demonstrates that at such extremes the bridge still
complies with the 120mm allowance provided.

Figure 4.2 Horizontal displacement according to temperatures

Figure 4.2 depicts the horizontal displacement of the bridge structure over the various temperatures. The finite
element model showed that there is no longitudinal displacement occurring at ambient temperatures. As soon as
10°C changes in temperature, there is a longitudinal displacement of approximately 36.78mm. In the temperature
range between 30°C and 40°C, the longitudinal displacement change is insignificant. The result indicates that the
displacements settle and remain relatively the same for the next 10°C increment. As for the temperatures at
50°C, the longitudinal displacement change is significant. When compared to 40°C, the longitudinal
displacement had 8.51mm increment. After 50°C onward, the displacement continues to settle with increase in a
miniscule amount. From 60°C onward, the longitudinal displacement increases at a decreasing rate up to 100°C.

5. CONCLUSIONS

The nonlinear finite element modelling revealed that the materials of the track components and the bridge
structure underwent a process of thermal expansion under elevated temperatures. The analysis was carried out to
simulate the behaviour of the bridge track interaction under elevated temperatures. In order to carry out this
analysis the mechanical properties of the track components were researched and implemented in the ABAQUS
model. The temperature ranges considered in this report range from 20°C to 100°C. This is in accordance with
the data obtained from the Bureau of Meteorology for summer months in the New South Wales region. The
thermal expansion of the structure was determined from applying a thermal load as a pressure at the end face of
the structure. The pressure applied to the end face of the structure varied as the temperature increased. The
mechanical properties of the track structure were adjusted in the FEM to correspond with their respective
temperature range and thermal pressure.

The results revealed that the significant change in the longitudinal displacement occurs at between 40°C and
50°C. The research also demonstrated that the displacement for the bridge structure is not linear, with
displacement settling at certain temperatures. This behaviour is what is expected from the materials used in the
5th International Conference on Advances in Experimental Structural Engineering
November 8-9, 2013, Taipei, Taiwan

bridge, with the steel rail and concrete bridge deck not expected to elongate linearly. Overall finite element
results coincide with the field measurement of the bridge structure. The maximum displacement was within the
range of field measurements. This is well within the provided allowance for expansion at the free end of the
bridge. The FEM proved that the bridge structure is adequately designed for the exposed temperature ranges.
The result shows that the structure performs adequately and fulfils its service requirements, without the need for
any additional design required. However, the steel rails require a stress monitoring and management (steel in -
steel out method) when the temperature is over 30°C.

A future study will involve the determination of the temperature that influences lateral stability of railway track
on the bridge, considering the ballast interlocking and tensionless properties. Derailment load also play
important role when the bridge are exposed to elevated temperatures. This will consider in the future study.

AKCNOWLEDGEMENT
This project is collaboration between University of Western Sydney and Industry Partner RailCorp. The authors
also would like to acknowledge the University of Western Sydney for providing a conducive environmental for
the research.

REFERENCES

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buildings. British Standard Institute, London
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4. Cao, J. Y., Zhao, Y. and Wang, M.L. (2010). Temperature effects on cable stayed bridge using health
monitoring system: a case study. Structural Health Monitoring. 1:1, 1-16.
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