Rail Track Analysis Wizard

MIDASIT

111-1
01 Rail Track Analysis Wizard

The ‘Rail Track Analysis Wizard’ builds a model that is used for checking the additional stresses and the
displacements due to the track/bridge interaction.

1) Build a Model for Simplified Separate Analysis

- Case 1: thermal load case when the train loads are not applied

- Case 2: accelerating/braking and train vertical load cases when the resistance of ballast has the modified boundary conditions for the
sections which the train loading is on

2) Build a Model for Stage Analysis or Complete Analysis

- Unloaded stage: only thermal loads are applied and train loads are not applied yet. Ballast has the resistance of Unloaded Condition for the
entire sections.

- Loaded stage: accelerating/braking loads and train vertical loads are included. Ballast has the resistance of Loaded Condition for the

sections where the train loads are applied.

3) Build a Model for Moving Load Analysis

At the loaded stage of staged analysis, the train is moved by a certain length to find the locations where additional stresses occur. Stages are
added whenever the boundary conditions are changed as the train moves.
02 Rail Track Analysis Theory

Simplified Separate Analysis Stage Analysis/Complete Analysis

Like the separate analysis, in the consideration of thermal loading, the resistance is
In the separate application of thermal loading, the lateral resistance of ballast initially
limited to the “Thermal Alone”.
follows the “Unloaded stiffness” curve and is limited to the “Limit of resistance of
The main difference between the two analyses is that “Construction Stage Analysis”
unloaded track”. In other words, the ballast resists with the “Unloaded stiffness” up to
of midas Civil applies the train loading maintaining the deflection and the internal
the “Thermal Alone”.
forces caused by the thermal loading and replaces the “Unloaded stiffness”
Separate analysis of train loading is followed and combined with the thermal load
resistance with the “Loaded stiffness”. The analysis resumes from the “Thermal
analysis results so as to obtain the final analysis results. The analysis resumes from the
Alone” with the “Loaded stiffness”. But the lateral resistance is limited by the “Limit
“Thermal Alone” and the lateral resistance follows the “Loaded stiffness” curve and
of resistance of loaded track” from the origin, not from the “Thermal Alone”, and
reaches the “Separate Train Load Added to Thermal”.
arrives at the “Construction Stage Analysis (Deformed position)”.
This gives an increase in the resistance of the ballast, which equals the “Apparent
Increase in resistance of loaded track”, results in a greater yielding load than in the
“Loaded” state and therefore increases the stresses in the rails.
03 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 REJ: Place the rail expansion joint for each track
50m and a deck with the length of 70m. The
total length of bridge section is 270m.
04 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)
05 Boundary
1 . Lateral Resistance Data
- Enter gravel ballast data and concrete ballast data.
1
- 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
 05 Boundary

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.
 06 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.
 07 Wizard Option

1 .Stress Check Model Option 2. Displacement Check Model Option

This option creates a file to check the additional This option creates a file to check the displacements. In this file, the resistance of ballast applied at
stresses. Unloaded Condition is different for the case of gravel ballast. In addition, this file is available only for
- Simplified Separate Analysis Model Simplified Separate Analysis Model.
xxx_Temp.mcb - Relative Longitudinal Displacement Component due to Acceleration and Braking Alone
xxx_Train.mcb xxx_Add1_RelativeDisp.mcb
- Complete Analysis - Relative Longitudinal Displacement Component due to Vertical Effects
xxx_Complete.mcb xxx_Add2_RotationAngle.mcb
- Relative Longitudinal Displacement Component at Rail Expansion Joints
xxx_Add3_ExpansionJoint.mcb
- Rail Break Gap Size
xxx_Add4_RailBreakGapSize.mcb
08 Project Application
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 kN/m 12.0~20.0 Stress check: 20.0
(Unloaded) Displacement
Ballast check: 12.0
Longitudinal resistance kN/m 60.0
(Loaded)
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 Cross-
Span (Girder Main Girder
Girder Modulus of sectional Moment of Inertia
Length Reference Height
Type Elasticity 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.
08 Project Application

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
 08 Project Application

Simple bridge type

Continuous bridge type

Because the simple bridge type gives the smaller additional stress than the continuous bridge type, the simple bridge type is adopted.
08 Project Application (Additional Compressive Stresses)

Unloaded Condition
Additional stresses in the rails when the temperature of 25 degrees centigrade is applied to the deck

Additional compressive stress

-26.52 MPa

Other software
-26.62 MPa

Loaded Condition
Additional stresses in the rails when the train loads (accelerating/braking and vertical loads) are applied

Additional compressive stress

-42.05 MPa

Other software
-40.52 MPa
08 Project Application (Additional Tensile Stresses)

Unloaded Condition
Additional stresses in the rails when the temperature of -25 degrees centigrade is applied to the deck

Additional tensile stress

26.52 MPa

Other software
22.91 MPa

Loaded Condition
Additional stresses in the rails when the train loads (accelerating/braking and vertical loads) are applied

Additional tensile stress

22.90 MPa

Other software
32.39 MPa
08 Project Application (Moving Loads)
Additional compressive stresses
Track 1 Track 2

Additional tensile stresses

Track 1 Track 2

Maximum additional compressive stress: -42.00 MPa in Track 1

Maximum additional tensile stress: 30.30 MPa in Track 2
08 Project Application (Relative Displacements of the Rails and Deck)
Track1 (accelerating load + vertical load)
Steps for plotting relative displacements
1) Activate Disp_Deck1~n of Structure Group
2) Select All and copy the node numbers
3) Right-click on the Node Table and select Selection/Filtering
from Context Menu. Filter the x coordinates of nodes and
Copy All.
4) Copy the x coordinates into Excel
5) Select All the Deck on view
6) Via the Results>Displacements, produce the nodal
displacements of Deck and Copy All
7) Copy the displacement results into Excel
Track2 (braking load + vertical load)
8) Activate Disp_Track1 of Structure Group
9) Select All and copy the node numbers
10) Right-click on the Node Table and select Selection/Filtering
from Context Menu. Filter the x coordinates of nodes and
Copy All.
11) Copy the x coordinates into Excel
12) Select All the Track1 on view
13) Via the Results>Displacements, produce the nodal
displacements of Track1 and Copy All
14) Extract the results of Track2 by repeating steps 8~13
15) Draw via the Excel graph function -Relative displacement due to accelerating load = 0.67 mm < 4 mm …. OK
-Relative displacement due to braking load = 0.79 mm < 4 mm …. OK
 08 Project Application (Relative Displacement due to Rotation of the End)

Steps for plotting relative displacements

1) Activate Disp_Deck1~n of Structure Group
2) Select All and copy the node numbers
3) Right-click on the Node Table and select Selection/Filtering
from Context Menu. Filter the x coordinates of nodes and Copy
All.
4) Copy the x coordinates into Excel
5) Select All the Deck on view
6) Via the Results>Displacements, produce the nodal
displacements of Deck and Copy All
7) Copy the displacement results into Excel

-Relative displacement due to vertical load = 3.30 mm < 8 mm …. OK

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)
08 Project Application (Rail Expansion Joint)
Additional stresses in the rails due to thermal loads when expansion joints are laid

Rail stress in unmovable section

2 -5
= E ｘαｘ△T = 210000 N/mm ｘ 1.2 ｘ 10 ｘ 40 °C
= 100.80 MPa
Maximum compressive stress in the rails = 112.05 MPa
Maximum additional compressive stress in the rails = 11.25
MPa

Displacements due to thermal loads when expansion joints are laid

Left rail = +25.28 mm (forward)

Right rail = -17.75 mm (backward)
Displacement in the expansion joint = 43.03 mm (contraction)
08 Project Application (Opening Displacement Due to Split Web at Rail End)

When cable signaling system or zero-longitudinal resistance rail fastener is used, it is necessary to check the opening displacements due to split
web at rail end.
It is assumed that split web takes place at 705m, which is near the position where the maximum tension of the rails occurs.
The highest negative (-) temperature loads are applied to the bridge and rails in order to generate the greatest additional tensile stress in the
rails.
(The temperature in rail is -50 degrees centigrade and the temperature in bridge is -25 degrees centigrade.)

Opening displacement when split web at rail end takes place = 61.14 mm (33.98 mm+27.16 mm) < 69 mm ……OK