Static and dynamic behavior of transitions between different railway track typologies

Real, T.; Zamorano, Clara; Hernandez, C.; García, José; Real, Julia

doi:10.1007/s12205-015-0635-2

Cited by 18 publications

(10 citation statements)

References 17 publications

(12 reference statements)

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“…Yu et al (2011), and Leshchinsky and Ling (2013) on the other hand, used linear elastic material formulations only for subgrade. Finally, Real et al (2016) used linear elastic material formulation for granular layers with an additional damping factor obtained from accelerometers in the field. Note that the instrumentation effort during the current study focused on the measurement of wheel loads and the displacements of individual track substructure layers.…”

Section: Materials Formulationmentioning

confidence: 99%

Understanding track substructure behavior: Field instrumentation data analysis and development of numerical models

Boler

Mishra

Hou

et al. 2018

Transportation Geotechnics

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Numerous studies have targeted using numerical modeling, field instrumentation, or combinations of both to gain insight into track substructure behavior under loading. In-depth understanding of track substructure behavior serving both passenger and freight trains is critical to developing suitable design and maintenance/rehabilitation methods to ensure adequate performance under loading. This manuscript presents findings from a recently completed study involving advanced instrumentation and numerical modeling to investigate track substructure-related issues at several problematic railroad bridge approaches in the United States. Multi-Depth Deflectometers (MDDs) were installed to measure transient as well as plastic deformations experienced by track substructure layers under loading. Strain gauges were installed on the rail web to measure the vertical wheel loads applied during train passage. Data from the field instrumentation was used to make inferences regarding the relative contributions of different substructure layers towards the differential movement problem. A 3-D Finite Element (FE) model was developed to further understand the behavior of the instrumented locations, and was calibrated using the field instrumentation data. An elastic layered track analysis program, GEOTRACK, was first used to iteratively backcalculate individual track substructure layer moduli from the field measurements; these backcalculated modulus values were subsequently used in the FE model to predict track response under transient loading conditions. Modulus values estimated for the ballast layer were found to be significantly affected by the presence of gaps at the tie-ballast interface at track transitions. Once validated, the model was further modified to match transient displacement results acquired in the field using a quasi-static moving load approach. Good agreement was found between the model predictions and field instrumentation results. Development of advanced numerical models augmented by field instrumentation data can facilitate the design and maintenance of well-performing track structures.

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Section: Materials Formulationmentioning

confidence: 99%

Understanding track substructure behavior: Field instrumentation data analysis and development of numerical models

Boler

Mishra

Hou

et al. 2018

Transportation Geotechnics

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“…According to the survey, it was revealed that CBL is appropriate according to lower maintenance requirements and higher availability and the reduction of structure height for high-speed railways such as the Shinkansen in the world [24][25][26]. Using the static and dynamic behavior of three different types of railway in the track area, Real et al showed that the slope of stiffness changes in the transition zone between the slab and ballast tracks decreases by decreasing the stiffness of the rubber around the embedded rail [27]. Moreover, Shuber et al investigated the performance of the railway track system under the harmonic load by the FEM.…”

Section: Literature Reviewmentioning

confidence: 99%

Modeling Dynamic Frequency Response on Slab Track of Shinkansen Railway Based on Finite Element Method

Gholizadeh

Aghayan

Hadadi

2022

Advances in Civil Engineering

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The use of slab tracks in lieu of ballast tracks has introduced new dimensions in track dynamics in high-speed railways. To improve the performance of slab tracks under dynamic frequency responses caused by loads on the Shinkansen railway, the present study aimed to investigate the effect of mechanical properties of track components, including the elasticity modulus and thickness on the resonance frequency of the vertical dynamic responses using the finite element method. Such responses included receptance and decay rate in the asphalt bearing layer (ABL), hydraulically bonded layer (HBL), and concrete bearing layer (CBL). In addition, the study sought to select the optimal layer as an effective layer in the view of reducing the resonance frequency of dynamic responses in comparison with the general model. Based on the data regarding the effects of elasticity modulus and thickness of slab track layers on the resonance of the dynamic frequency responses under the amplitude loads, by changing the load from 20 to 25 tons over the slab track, the receptance under the modulus and thickness change increased up to 34 and 29%. Moreover, the decay rate under the modulus and thickness change increased up to 31 and 37%. Accordingly, by increasing the load amplitude, the CBL and HBL showed lower dynamic responses than other layers. Thus, CBL and HBL were selected as the optimum layers for improving the performance of the slab track of the Shinkansen railway.

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“…In recent decades, research on the dynamic interaction of vehicle-rail bridges has increased and primarily focuses on the following aspects: (1) e dynamic response of trains in dangerous areas, such as road bridge transitions, curved bridges, and culvert transition zones [12][13][14][15][16][17][18][19]. (2) e dynamic performance of a train that passes through a bridge under external adverse influences, such as earthquake, wind and bridge skewness, or noise of composite bridge results [20][21][22][23][24][25][26][27].…”

Section: Introductionmentioning

confidence: 99%

Field Test and Numerical Analysis of In‐Service Railway Bridge

Liu

Hou

Fei

et al. 2020

Advances in Materials Science and Engineering

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Field tests and numerical simulations are combined in this paper. Cross-sectional dimension measurements, dynamic performance tests, and forced vibration tests were performed on the NO·40 beam bridge of the Xin-Tai Railway. By comparing the test results with the specifications, the current service status of the bridge was evaluated, and the basis for subsequent correction and verification models was provided. A dynamic coupled finite element model of the passenger-freight-cable-track-bridge was established considering the degree of bridge damage (0%∼50%) and the track irregularity, and the model simulation results for the Xin-Tai Railway NO·40 bridge were measured. The results are compared to verify the correctness of the model. The results show that the damage to the bridge will affect the vertical displacement response and the safety stability of the train. The vertical displacement response of the bridge midspan is twice that of the bridge performance. When the damage level of the bridge is 30%, the passenger and freight trains exceed the safety warning limit, which should cause concern.

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Static and dynamic behavior of transitions between different railway track typologies

Cited by 18 publications

References 17 publications

Understanding track substructure behavior: Field instrumentation data analysis and development of numerical models

Understanding track substructure behavior: Field instrumentation data analysis and development of numerical models

Modeling Dynamic Frequency Response on Slab Track of Shinkansen Railway Based on Finite Element Method

Field Test and Numerical Analysis of In‐Service Railway Bridge

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