[Asif* et al.

, 3(8): August, 2016] ISSN: 2349-5197

Impact Factor: 2.715

INTERNATIONALJOURNALOFRESEARCH SCIENCE& MANAGEMENT

STRENGTH PROBLEMS ASSOCIATED WITH TRACK BRIDGE INTERACTION
IN PRESENCE OF CONTINUOUSLY WELDED RAIL
Ahammed Ali Asif.K1, Dr.Raneesh.K.Y2 and Mr.Sisir.P3
M.Tech Student1, Associate Professor and Hod2, Assistant Professor3
Department of civil Engineering
Vedavyasa Institute of Technology, Karadparamba, Malappuram, Kerala, India

Keywords: CWR; track-bridge interaction; rail stress

Abstract
Continuous welded rail (CWR) most widely used. Today increasing the continuous welded rail day to day.
Continuous welded rail having less maintenance cost and more life span. This chapter discusses about track
bridge interaction which effects on stress and support reaction on rail and deck. Due to temperature variation rail
stresses are developed.The present study done by SAP2000,by finite element method (FEM).This report include
track-bridge interaction phenomenon, numerical modeling, numerical studies. In numerical study effect of
stiffness variation, effect of bridge deck span length variation and effect of temperature variation are computed.

Introduction
Railways are important for travelling and goods carrying. Which are cheap and helped for long traveling. Also
increasing the population of the country we need more and more rail network in India. As per the modernization
of the railways occurred introduction of high-speed trains, technological improvements in track structure,
maintenance works etc as the summer seasons the gap between the rail thermal expansion occurred. The joints
will be weaken and more track maintenance cost required. To overcome this we use continuous welded rail
(CWR). Continuous welded rail (CWR) having more than 1 km long, which having more length than short
welded rail (SWR), long welded rail (LWR).Continuous welded rail reduces track maintenance cost, also
increases life cycle. Not only several kilometer long but also expansion when temperature change occurred.
Bridges are the important part of rail network. Bridges helps to passage over the river. According to different
topographical condition bridges are different structural shape such as girder and deck, box girder, truss etc.
The rigid guided way in which train run is known as track. The track which are placed over the deck carrying
load on bridge. CWR and long welded rail poses positive impact on durability of the track, quality and
maintenance. The bond between train and supporting structures are is important. A detailed study helps the
Effects on them.

Rail joint
The UIC 60 rail standard length is 13m.The track structures are formed by joining of short length of rails. Rail
joint requires 30 percentage than plain track. Some of the problems of rail joint: more manpower, poorer riding
quality, lesser life span of the track, noise pollution etc.
Types of welded rails
Short welded rails (SWR)
3, 5 or 10 rail lengths are joined together form the rail. Expansion and contraction are the specification of short
welded rail.
Long welded rails (LWR)
Temperature variations are affected only at the end portion not in the central part. LWR having minimum length
of 200 m, maximum length having 1 km.
Continuous welded rails(CWR)
CWR having more than 1 km length. Which is greater than short welded rail and long welded rail.
Thermal stresses in cwr
Due to temperature variation rail which are expanded and contracted. The rail expansion due to linear expansion
of rail material, the length of the rail, and variation in rail temperature. The layer of ballast which resist the
movement of sleepers. The giving rise to locked up internal stresses in the rail formed due to restriction of free
movement of the rail under thermal and traffic loads. The resulting forces are

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F=ExAxax∆TR
Where, F= force in the rail
E=modulus of elasticity of the rail material
A= cross-sectional area of the rail
A= coefficient of thermal expansion
∆TR = change in rail temperature relative to the laying temperature
Thermal force variation in cwr
Due to thermal effects the variation of the longitudinal forces in a CWR track is shown in fig 1. If no restraint at
the ends of the rail, they are assumed to be frictionless. At the center of the rail forces are constant. At the
central zone of a CWR, all longitudinal movement is completely prevented. The expansion devices in the
breather portion at the ends of CWR. The breather zones varies from 100 to 150 m.

Fig 1 Variation of force due to thermal variation in CWR

Importance in Indian environment
Due to its advantages continuous welded rail has been are popular today. CWR and LWR tracks having low
maintenance cost, simple to handle and suitable for high speed rail track. Problems associated with CWR tracks
(Track-bridge interaction phenomenon) are major worry and implement this project. UIC codes are used for
calculating stresses and displacement in continuous welded rail. But unfortunately no such codes are available
for the feasibility of CWR track in indian context.

Objective for the study

The present work consists of continuous welded rail on the deck of bridge. The structure with suitable
assumptions and interpret the results considering various types of forces/stresses attributed to continuity of track
can be model with SAP2000.
The present study deals with:
 To develop a numerical modeling of track-bridge interaction phenomenon and parametric strength
problems associated with it.
 Effect of temperature variation of track bride interaction phenomenon.
 Variation stresses and deck support reaction due to stiffness variation.
 Variation stresses and deck support reaction due to span length variation.
Guidelines of UIC leaflet 774-3(R)
UIC leaflet 774-3(R) track bridge interaction the primary work on the issues related to track-bridge interaction
explored, explained and quantified. Track/ Bridge interaction calculation based on ERRI specialist committee
which methods gives displacement and force linked to the interaction phenomenon. Different chart available for
varieties of span,loads and support stiffness. Salient features and main assumptions of UIC recommendations
are as follows:
 CWR over bridges having the effects is examined independently the Vertical bending of the track and
bridge.
 Track and bridge are assumed to be bilinear. Resistance increases with displacement for track relative
to bridge for small initial displacement. For increasing displacement the resistance remains constant.

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Methodology
Numerical studies has been conducted on a model for track-bridge interaction. For purpose of analysis work
stiffness / finite element approach used.SAP2000 sofware have been used for creating the model and analysis.
Validation of the model developed for rail stresses and bridge support reaction for UIC 774-3(R), and compared
span length variations and then find percentage error less than 5 percentage Rail stress at fixed end, moveable
end. Then due to the interaction phenomenon calculation of added stresses in rails, parametric study on track-
bridge interaction for span length variations, temperaturevariations, stiffness variation. Then get the results. The
flow diagram of methodology shown in fig 2.

MODELLING OF RAIL TRACK SYSTEM USING SAP2000

REDUCTION OF DOUBLE RAIL TRACK MODEL INTO

A SIMPLIFIED SINGLE BEAM MODEL

VALIDATION OF THE DEVELOPED MODEL FOR RAIL

STRESSES AND BRIDGE SUPPORT REACTION

CALCULATION OF ADDED STRESSES IN RAILS

DUE TO THE INTERACTION PHENOMENON

PARAMETRIC STUDY ON TRACK-BRIDGE INTERACTION

Fig 2 The flow diagram of methodology

Modeling of simply supported single track girder steps for modeling
First of find the Input data from rail sections. Then Create the rail model in sap2000.Then In put the ballast
properties by using SAP2000.Then find out boundary length. Then create bridge deck. Then vary the span
length and validated the structure.
Track bridge model
Different models for support stiffness, varying deck span and temperature are carry out or parametric study of
the track bridge interaction. The deck stiffness variation from 0 to 1000 KN/mm for deck. A span length
variation from 20m to 100m. The deck temperature ±35°Cconsidered . Fig 3 shows Simplified track bridge
model with sufficient boundary length on both the ends. Fig 4 shows Track and bridge model.

Fig 3 Simplified track bridge model with sufficient boundary length on both the ends (SAP2000)

Fig 4 Track and bridge model

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The boundary length of the modal
The boundary length can be find out from the compares the temperature increment of 10 OC for the stress
developed in the rail. Table 1 shows Stress developed in various lengths of the rail for boundary
conditions.
Table 1 Stress developed in various lengths of the rail for boundary conditions
L Stress (N/mm2) Percentage error
10 6.622 85.090
20 18.65 58.009
30 28.66 35.4755
40 35.189 20.772
50 39.08 12.011
60 41.35 6.90
70 42.65 3.97
80 43.408 2.26
90 43.8 1.38
100 44.08 0.75
Both ends fixed 44.415 0
Validation of the model
For the validation the values are taken from UIC 774-3R.
Verification of rail stress
Table 2 shows the validation for the rail stress at the fixed elastic end of the bridge. Table 3 shows validation for
the rail stress at the movable end of the bridge.Table 4 validation for the support reaction at the fixed end of the
bridge
Table 2 validation for the rail stress at the fixed elastic end of the bridge
Rail Stress at the fixed elastic end
Percentage error
Span SAP2000 value UIC 774-3R value
35 m 5.91 6.05 2.31
60 m 8.43 8.60 1.97

75 m 9.028 9.40 3.95

90 m 10.15 10.50 3.33

Table 3 validation for the rail stress at the movable end of the bridge

Rail Stress at the movable end

Span
Percentage error
SAP2000 value UIC 774-3R value

35 m 15.17 14.60 3.75

60 m 26.14 27.00 3.15

75 m 33.14 34.00 2.52

90 m 41.14 42.00 2.03

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Table 4 validation for the support reaction at the fixed end of the bridge
fixed elastic support reactions
Span Percentage error
SAP2000 value UIC 774-3R value
35 m 305 295 3.27
60 m 551 530 3.81
75 m 668 660 1.19
90 m 776 800 3.00
Numerical study and observations
From the numerical analysis of the models the results are obtained from SAP2000 are described in this chapter.
From the results we get rail stress and support reaction from this. Important points of structural behavior are
discussed. For better understanding of the phenomenon are are given below
 Model having span varied from 20m to 100m.
 Horizontal ballast resistance = 20 KN at 2mm
 Lateral ballast stiffness = 5000 KN/m
For numerical study and observation we consider effect of stiffness variation, effect of bridge deck span length
variation and effect of thermal variation
Effect of stiffness variation
A stiffness variation from 0 to 1000 KN/mm is considered. Then find out support reaction at the fixed end (KN),
rail stress at fixed end (N/mm2), rail stress at moveable end (N/mm2). Here table 5 shows stiffness variation. Fig
5 shows stiffness variation stress. Fig 6 shows stiffness variation support reaction.
Table 5 Stiffness variation

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Fig 5 stiffness variation stress

Fig 6 stiffness variation support reaction

Effect of bridge deck span length variation
Deck of span length variation from 20 m to 100 m. Then find out support reaction at the fixed end (KN), rail
stress at fixed end (N/mm2), rail stress at moveable end (N/mm2). Table 6 shows bridge deck span length
variation.
Table 6 Bridge deck span length variation

Effect of temperature variation

The deck temperature variation from 0 to 50 0C. Table 7 shows deck increasing temperature variation. Table 8
deck decreasing temperature variation

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Table 7 deck increasing temperature variation

Table 8deck decreasing temperature variation

Conclusion & future scope

Summary
UIC codes are used for European countries for track bridge interaction. UIC code used for European condition
not for Indian condition. For solving these problems using stiffness/finite element approach is considered for
modeling this phenomenon in SAP2000.

Conclusions
 A simplified model using beam elements to model rails and bridge and spring elements to model
various connections of the bridge-track system is developed and validated.
 From stiffness variationsincreases support reaction, stress at fixed and moveable end also increases.
Due to bridge deck span length variation increases support reaction, stress at fixed and moveable end
also increases. From bridge deck temperature variation increases support reaction, stress at fixed and
moveable end also increases.
 The free end or also called the moving end of expansion span is observed to be critical location as large
compressive forces are accumulated near to the free end.
 Study on the track strength would help track engineer to adopt measures to prevent track failure where
an engineering structure will meet the CWR track. The interaction phenomenon need to be

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incorporated into the railway bridge design in India to eliminateexpansion joints and rail free fastenings
and also to come out with optimum span length suitable for various temperature zones in India.
Acknowledgement
I gladly present this report titled “STRENGTH PROBLEMS ASSOCIATED WITH TRACK BRIDGE
INTERACTION IN PRESENCE OF CONTINUOUSLY WELDED RAIL” fulfillment for the award of the
degree of Master of Technology in Structural Engineering.Firstly I heartily thank GOD almighty for his never
ending support for the successful completion of this project report.I express my sincere thanks to the Principal
Mrs. KAVITHA MURUGESAN for her all support to present the project successfully.I express my sincere
thanks to the head of the Department of Civil Engineering Dr. RANEESH.K.Y for his support and advice.
I would like to express my deep gratitude towards my project guide Mr. SISIR.P (Assistant Professor in Civil
Engineering Department) for his support and guidance during the preparation of this report..I express my sincere
thanks to my staff advisor and course co-odinatorMr. RAHUL KRISHNAN.K (Assistant Professor in Civil
Engineering Department) for his timely advice and constructive guidance in carrying out the project report into
a success.

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