Abstract:Purpose. There are special, standardized laboratory test methods to evaluate railway ballast particle breakage; they are the Los Angeles and the Micro-Deval abrasion test. The authors opine that these methods aren't the most adequate methods to assess the real ballast particle degradation because in reality never occurs these kinds of stresses and strains (i.e. particles in a rotating drum with or without steel balls and with or without water). A new laboratory test procedure is needed. The authors attempted t… Show more
“…The deformation modulus of the ballast usually ranges from 100 to 200 MPa [15,31], although the specific value depends on various factors. For instance, the size of the stones included in the ballast, their geometric parameters, the level of contamination, and others can affect the deformation modulus.…”
Section: Resultsmentioning
confidence: 99%
“…For the base railway construction, calculations were based on UIC 60 rails, reinforced concrete sleepers, a 60 cm thick ballast layer with a deformation modulus of 100 MPa, and a subgrade filled with soil with a deformation modulus of 35 MPa. The wheel load on the rail was assumed to be 125 kN [8,15]. Deterioration of the ballast condition was modeled by reducing the deformation modulus by 20%.…”
The article solves the problem of theoretically determining the deformable characteristics of railway ballast, considering its condition through mathematical modeling. Different tasks require mathematical models with different levels of detail of certain elements. After a certain limit, excessive detailing only worsens the quality of the model. Therefore, for many problems of the interaction between the track and the rolling stock, it is sufficient to describe the ballast as a homogeneous isotropic layer with a vertical elastic deformation. The elastic deformation of the ballast is formed by the deviation of individual elements; the ballast may have pollutants, the ballast may have places with different levels of compaction, etc. To be able to determine the general characteristics of the layer, a dynamic model of the stress–strain state of the system based on the dynamic problem of the theory of elasticity is applied. The reaction of the ballast to the dynamic load is modeled through the passage of elastic deformation waves. The given results can be applied in the models of the railway track in the other direction as initial data regarding the ballast layer.
“…The deformation modulus of the ballast usually ranges from 100 to 200 MPa [15,31], although the specific value depends on various factors. For instance, the size of the stones included in the ballast, their geometric parameters, the level of contamination, and others can affect the deformation modulus.…”
Section: Resultsmentioning
confidence: 99%
“…For the base railway construction, calculations were based on UIC 60 rails, reinforced concrete sleepers, a 60 cm thick ballast layer with a deformation modulus of 100 MPa, and a subgrade filled with soil with a deformation modulus of 35 MPa. The wheel load on the rail was assumed to be 125 kN [8,15]. Deterioration of the ballast condition was modeled by reducing the deformation modulus by 20%.…”
The article solves the problem of theoretically determining the deformable characteristics of railway ballast, considering its condition through mathematical modeling. Different tasks require mathematical models with different levels of detail of certain elements. After a certain limit, excessive detailing only worsens the quality of the model. Therefore, for many problems of the interaction between the track and the rolling stock, it is sufficient to describe the ballast as a homogeneous isotropic layer with a vertical elastic deformation. The elastic deformation of the ballast is formed by the deviation of individual elements; the ballast may have pollutants, the ballast may have places with different levels of compaction, etc. To be able to determine the general characteristics of the layer, a dynamic model of the stress–strain state of the system based on the dynamic problem of the theory of elasticity is applied. The reaction of the ballast to the dynamic load is modeled through the passage of elastic deformation waves. The given results can be applied in the models of the railway track in the other direction as initial data regarding the ballast layer.
“…2) was used as the simulation cell in this study and is referred to as a 'box test'. The box test has been widely used to study railway track loading both experimentally and numerically [2,4,[25][26][27][28][29][30][31][32][33], due to time/cost efficiency. In this case, the modelled representative element is not completely repeatable, as adjacent sleepers are subjected to different phases of the cyclic moving loads ( \* MERGEFORMAT Fig.…”
A new time-delayed periodic boundary condition (PBC) has been proposed for discrete element modelling (DEM) of periodic structures subject to moving loads such as railway track based on a box test which is normally used as an element testing model. The new proposed time-delayed PBC is approached by predicting forces acting on ghost particles with the consideration of different loading phases for adjacent sleepers whereas a normal PBC simply gives the ghost particles the same contact forces as the original particles. By comparing the sleeper in a single sleeper test with a fixed boundary, a normal periodic boundary and the newly proposed time-delayed PBC (TDPBC), the new TDPBC was found to produce the closest settlement to that of the middle sleeper in a three-sleeper test which was assumed to be free of boundary effects. It appears that the new TDPBC can eliminate the boundary effect more effectively than either a fixed boundary or a normal periodic cell.
Graphic abstract
“…Whatever the procedure for the alienation of lands in Ukraine, it must be emphasized that this important process at the stage of project implementation will require the implementation of all Ukrainian laws that govern these issues. Appropriate actions must be performed by the Project Customer (Fischer & Nėmeth, 2018). Using the existing infrastructure of the main stations of large cities Connection with city/subur-ban and other railway services at nodal points.…”
The article analyses the volume of passenger traffic from 1990 to 2019 for land, water and air transport. From the materials obtained and the experience of
the networks of European and world high-speed railways, goals are set. High-speed lines designed exclusively for passenger traffic. This moment plays an important role in reducing
the cost of construction, increasing the market and economic profitability. According to the data from the State Statistics Service of Ukraine, it is possible to calculate the
passenger flow based on the known parameters for 2020–2032 in the direction of Kiev-Lviv. The design of high-speed lines should meet general requirements aimed at satisfying
the basic characteristics of a high-speed railway system, which works in conjunction with the European High-Speed Railway network. The compatibility of the parameters of high-speed
lines with the parameters of traditional lines is part of the operational requirements for the gradual introduction of a network of high-speed railways. Possible scenarios to achieve
the required compatibility should cover all subsystems.
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