Literature Review

On

RAIL STRUCTURE INTERACTION ANALYSIS AND ITS

EFFECT ON FOUNDATION
Submitted in partial fulfilment of the requirements
Of the degree of
Masters of Technology
By
SHRADDHA SUNIL KADAM SUNITA
REG. ID: C1652005

CIVIL ENGINEERING DEPARTMENT

Bharatiya Vidya Bhavans

SARDAR PATEL COLLEGE OF ENGINEERING

(Government Aided Autonomous Institute)
MUNSHI NAGAR, ANDHERI (WEST), MUMBAI, INDIA

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 ACKNOWLEDGEMENT

I express my deep sense of gratitude to my guide Prof. Akshata Deshpande,

Department of Structural Engineering, Sardar Patel College of engineering,
Mumbai for valuable guidance constant encouragement and creative suggestions
offered during the course of this seminar and also in preparing this report.

SHRADDHA SUNIL
KADAM

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TABLE OF CONTENTS

Sr. no. Description Page no.

1 Certificate i

2 Acknowledgement ii

3 Table of Contents iii

4 Chapter 1 - Introduction 1
1.1 General 2

5 Chapter 2 Review of Literature 3

2.1 Summary of Relevant Technical Papers 5

6 Reference 10

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 CHAPTER 1

INTRODUCTION

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1.1 GENERAL

This report provide a basis for carrying out RSI studies and thus to work out the
forces induced in rails and bridge components due to the interaction effects and to
assess if the track will be safe under the interaction effects. The interaction effects
include actions of expansion/ contraction of deck/rails under change of temperature,
longitudinal deformation of sub structure under braking / tractive forces from rolling
stock and vertical bending caused due to vertical live loads. The difference between
LWR/CWR on ground vis--vis LWR/CWR on bridge is that a bridge has lesser
stiffness which results in its deformation under various loads/ thermal effects. The track
is supported on the bridge and has to respond to these movements. But the rails, being
continuous, are not free to move and resist these movements, which induces loads in
them. These loads cause the track as a whole to move, which relieves part of the loads,
which are transferred back to the structure. The final deformations/ stresses in track and
viaduct depend on this interaction, which is basically governed by the stiffness of track
and that of the bridge. This interaction between track and the bridge structure is studied
as RSI effect.

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 CHAPTER 2

REVIW OF LITERATURE

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 2.1 SUMMARY OF RELEVANT TECHNICAL PAPERS

1. Need for Rail Structure Interaction for Railway Bridges Having Continuous Welded
Rails
Bharat J Shah1 Samir K Surti2

In case of Metro Railway bridges, the widely used Continuous Welded Rail (CWR) is
directly fastened to the concrete block placed above the bridge deck with the help of Rail
Fasteners. Hence, there is a need of detailed study to understand the transfer of forces between
deck and rail and also to the substructure in terms of Rail Structure Interaction phenomenon.
In this paper, comparison of two different railway bridges i.e. one with Rail Structure
Interaction and other without Rail Structure Interaction is studied in terms of additional stresses
in the rail. The connection between deck and rail is done with the help of Multi linear Elastic
Link and Rigid link to study the effect on the structure. This paper also illustrates the amount
of additional rail stresses generated for model with rail Expansion Joint (REJ) and model
without REJ (Continuously Welded Rail) to study need of axial rail stresses using software
MIDAS Civil 2014. Keywords: Continuous Welded Rail (CWR), Rail Expansion Joints (REJ),
MIDAS Civil 2014, Metro Bridges

CONCLUSION
By Comparing the Rail stresses for model with & without RSI Analysis, there is significant
amount of increase in the percentage of rail stresses for vertical train as well as temperature
loading, thus is necessary to carry out rail structure interaction.

In the case of with & without Rail Structure Interaction problem, there is about 60.38%
increase in the rail stresses due to train vertical loading & 28.52% due to thermal
loading.
It is noted that axial stresses reduced to zero at the location of Rail Expansion Joint
(REJ) as compared to CWR at that particular location stating that there is reduction in
axial stresses when REJ is used. This shows the need for consideration of RSI when
CWR is used without REJ.
2. Philip Icke, LUSAS, UK; Geoffrey Paice, LUSAS, UK

This paper describe how rail track analysis for both high speed and general trainsets can be
carried out according to the Union Internationale des Chemins de fer (International Union of Railways)
UIC774-3 Code of Practice [1] and Eurocode 1 [2] with particular reference to LUSAS [3] Rail Track-
Structure Interaction and Interactive Modal Dynamics analysis software applications. Automated
modelling techniques and results and graphing capabilities will be described. Projects either built or

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 under construction and on which the software has been used to good effect are described and cited.
Keywords: track-structure interaction, bridge, train, rail, UIC774-3 2 UIC774-3 Code of Practice /
Eurocode 1 According to the UIC774-3 Code of Practice and its incorporation into the Eurocodes [2],
the track-structure interaction effects should be evaluated in terms of the longitudinal reactions at
supports, rail stresses induced by the temperature and train loading effects in addition to the absolute
and relative displacements of the rails and deck. To accurately assess the behaviour these interaction
effects should be evaluated through the use of a series of nonlinear analyses where all thermal and
train loads are taken into account.
Loading to consider will include:
Thermal loading on the bridge deck
Thermal loading on the rail if any rail expansion devices are fitted
Vertical loads associated with the trainsets
Longitudinal braking and/or acceleration loads associated with the trainsets
CONCLUSION
The use of LUSAS Rail Track-Structure Interaction analysis software has many benefits over
manual methods. Automated model building guarantees correctly built models compared to manual
model creation that may require extensive checking along with the project time savings associated
with this. The material properties associated with the track/structure interface are automatically
updated according to the position of the passing train or trains for all analyses. Results are
automatically provided in summary, tabular or graphical formats for all or selected parts of the
track/bridge model. Overall it provides a faster assessment of thermal and / or train loading track
interaction effects on multi-span structures to the UIC774-3 Code of Practice than all other known
methods. Eurocode EN 1991-2:2003 Eurocode 1: Actions on structures - Part 2: Traffic loads on bridges
encompasses significant elements of the UIC 774-3 modelling approach when evaluating the
combined response of the structure and track to variable actions. For a UIC60 rail, the limiting design
criteria are the same as those specified in the International Union of Railways Code UIC 774-3 meaning
that Rail Track-Structure Interaction analysis software can be directly employed to meet Eurocode
requirements

3. RAIL-STRUCTURE INTERACTION ANALYSIS OF SLIDING SLAB TRACK ON

BRIDGE

Continuous welded rail (CWR) on a bridge structure typically experiences a large

amount of additional longitudinal axial forces due to longitudinal rail-structure (or track-

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 bridge) interaction under temperature change and train vertical and traction/braking load effect.
In order to reduce the additional axial forces, a special type of fastener, such as zero
longitudinal restraint (ZLR) and reduced longitudinal restraint (RLR) or rail expansion joint
(REJ) should be applied. Sliding slab track system is developed to reduce the effect of rail-
structure interaction through the application of a low-frictional sliding layer between slab track
and bridge structure. This study presents a track-bridge interaction analysis of the sliding slab
track and compares them with conventional fixed slab track on bridges. Various types of span
length and longitudinal profiles of bridges are considered in the analysis, which also include
multiple continuous spans and extra-dosed bridges. The analysis found that the sliding slab
track can reduce the additional axial forces of the continuous welded rail from 80% to 90%,
and the difference is more significant for long and continuous span bridge..

CONCLUSION
In railway bridges, additional rail stress occurs due to trackbridge interaction, which
results from expansion or contraction of bridge by temperature variation, vertical
displacement by train load and longitudinal forces due to train traction/braking load. This
interaction effect influences planning and design of railway bridges. Particularly when the
expansion length is extended, such as on a long span or continuous bridge, the interaction
effect is more significant and for this reason, a short-span simple bridge has been preferable
for a railway bridge. When applying a longspan or a continuous bridge, it is necessary to
provide interaction reduction measures such as special type of fasteners (ZLR or RLR) or rail
expansion joint after evaluating the additional rail stress through the rail-structure interaction
analysis. Sliding slab track is able to reduce the influence of the track-bridge interaction by
separating the longitudinal behavior
4. MODELLING THE INTERACTION EFFECTS OF THE HIGH-SPEED
TRAINTRACKBRIDGE SYSTEM USING ADINA
The main purpose of this paper is to present some results concerning the investigation of the effects
of the vehicle-bridge interaction in simply supported medium span viaducts, including the modelling
of the ballast-rail track system. This system is modelled using the rail stiffness in vertical and
longitudinal directions, including the rail pad and the sleepers, and the ballast as a system of vertical
springs, dampers and masses. A simplified vehicle model proposed by the European Railway Research
Institute (ERRI D214, 1999), taking into account the vehicle primary suspension characteristics and the
mass of the bogie is used with the contact algorithm implemented in the software ADINA to evaluate

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the response acceleration of a simply supported medium span concrete viaduct. The results are
compared with those from the moving loads model for a wide range of train speeds..

CONCLUSION
The main purpose of this investigation was the study of the behavior of simply
supported railway bridges with medium span and low stiffness, subject to the high speed train
ICE2, using two different methodologies for the loading models: the vehicle/track/bridge
interaction methodology and the moving loads methodology. Additionally, three types of track
models were considered According to the results obtained for the acceleration in the frequency
domain, it can be concluded that the use of the Wilson- method in railway problems shows to
be suitable in filtering the high frequency components. The results reveal a good numerical
dissipation of the spurious participation of the higher modes. The response of the system
track/bridge when subject to the moving loads model shows that the different track models do
not influence the maximum displacements and accelerations. The results obtained for the
response accelerations in the frequency domain show that those models act as a filter in the
high frequency components. Comparing the results obtained for the maximum displacements
and accelerations at the mid span for the two different methodologies, interaction model and
moving load model, it can be concluded that the use of the interaction model results in 33%
lower displacements and accelerations. Therefore, the inclusion of the inertia effects of the
moving vehicles contributes decisively to the reduction of the peak response.

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 REFERENCES
1. Kyoung-Chan Lee* , Seung Yup Jang and Dong-Ki Jung RAIL-STRUCTURE INTERACTION ANALYSIS OF
SLIDING SLAB TRACK ON BRIDGE Proceedings of the 2015 Joint Rail Conference JRC2015 March 23-26,
2015, San Jose, CA, USA
2. Philip Icke, LUSAS, UK; Geoffrey Paice, LUSAS, UK Track-Structure Interaction Analysis using FE
Modelling Techniques
3. Bharat J Shah1 Samir K Surti Need for Rail Structure Interaction for Railway Bridges Having Continuous
Welded Rails IJSRD - International Journal for Scientific Research & Development| Vol. 3, Issue 03, 2015
4. Carlos Rebelo, Luis Simes da Silva MODELLING THE INTERACTION EFFECTS OF THE HIGH-
SPEED TRAINTRACKBRIDGE SYSTEM USING ADINA 5th International Conference on
Mechanics and Materials in Design
5. RDSO Guidelines for carrying Out Rail Structure Interaction studies on Metro Systems. Ver 1

These requirements encompass tracks supported by either ballast or direct fixation fasteners. The
requirements include dynamic performance, traffic safety, rail-structure interaction, and passenger
comfort.

The limitation of maximum distance between bridge expansion joints when using a continuous
welded rail,in order to limit the additional stress in the rail due to difference of displacement
between the structure and the rail

A maximum displacement of the bridge within the maximum breaking and acceleration force is
applied;this may control the foundation and pier and bearing design.