scholarly journals Modelling rail corrugation with specific-track parameters focusing on ballasted track and slab track

2011 ◽  
Vol 49 (11) ◽  
pp. 1733-1748 ◽  
Author(s):  
O. Oyarzabal ◽  
N. Correa ◽  
E. G. Vadillo ◽  
J. Santamaría ◽  
J. Gómez
Keyword(s):  
Rail Corrugation ◽  
Slab Track ◽  
Ballasted Track

A Theoretical Model of Rail Corrugation on a Slab Track

ICTE 2015 ◽  
2015 ◽  
Author(s):  
Xia Li ◽  
Xueshan Zhang ◽  
Jian Zhang ◽  
Jun Zhang ◽  
Zefeng Wen ◽  
...  
Keyword(s):  
Theoretical Model ◽  
Rail Corrugation ◽  
Slab Track

Theoretical investigation into the measurability of rail unevenness and corrugation using the dynamic response of axle box and bogie

2020 ◽  
pp. 095440972092321
Author(s):  
Yurong Wang
Keyword(s):  
Dynamic Response ◽  
Standing Waves ◽  
Vehicle Speed ◽  
Long Distance ◽  
Rail Corrugation ◽  
Track Maintenance ◽  
Track System ◽  
Measurement Results ◽  
Ballasted Track ◽  
Rail Irregularity

Monitoring track unevenness is important for noise and vibration control and track maintenance. Rail corrugation and shorter wavelength track unevenness can be measured using the corrugation analysis trolley, but it is not suitable for measurement over long distance. It is of great significance to study the dynamic behavior of the response of the axle box and bogie to the unevenness excitation for a better understanding of the measurement results. In this paper, the dynamic response of the axle box and bogie to the unevenness excitation is analyzed in the frequency domain by taking account of multiple wheel–rail interactions, which is the case in practice. The response of the axle box and bogie is found to be affected by the so-called P2 resonances at low and medium frequencies and the standing waves of rail vibration at higher frequencies due to the multiple wheel–rail interactions. Based on the analysis of the response of the axle box and bogie, the measurability of track unevenness is discussed. Results show that the measurement of rail unevenness using the axle box response is mainly limited by the P2 resonance. The frequency range of measurement for the ballasted track studied is estimated to be 1–35 Hz, corresponding to the measurable unevenness wavelength of 0.6–20 m (or longer) at a vehicle speed of 20 m/s. Above 200 Hz, the standing waves of rail vibration will cause serious uncertainty in the measurement of short wavelength rail irregularity using the axle box response for the resilient track. Short pitch rail corrugation, however, can be evaluated using the axle box response due to its strong correlation with certain modes of the wheel–track system.

High Speed Rail: Track Construction Considerations

2011 ◽  
Author(s):  
Blaine O. Peterson
Keyword(s):  
High Speed ◽  
Optimal Solution ◽  
Rolling Stock ◽  
High Speed Rail ◽  
Track Geometry ◽  
Slab Track ◽  
Passenger Rail ◽  
Construction Methods ◽  
Track System ◽  
Ballasted Track

This paper discusses general High Speed Rail (HSR) track geometry, construction and maintenance practices and tolerances. The discussion will reference several key international projects and highlight different construction methods and the track geometry assessments used to establish and ensure serviceability of a typical HSR system. Historically, established tighter tolerances of “Express” HSR (i.e. operating speeds greater than 240 km/h or 150 mph) systems have favored the use of slab track systems over ballasted track systems. Slab track systems offer greater inherent stability while ballasted track systems generally require more frequent track geometry assessments and anomaly-correcting surfacing operations. The decisions related to which system to use for a given application involve numerous considerations discussed only briefly in this paper. In many cases, the optimal solution may include both track forms. Rolling stock considerations and their influence on track infrastructure design are considered beyond the scope of this paper. This paper will focus predominantly on two slab track systems widely used in international HSR projects: the Japanese J-slab track system; and the German Rheda slab track system. The French track system will be referenced as the typical ballasted track HSR design. The practices discussed in this paper generally apply to systems which are either primarily or exclusively passenger rail systems. In the U.S., these types of systems will necessarily exclude the systems the Federal Railway Administration (FRA) refers to as “Emerging” or “Regional” HSR systems which include passenger train traffic to share trackage on, what are otherwise considered, primarily freight lines.

Influence of the Track's Stiffness Coefficient on the Acting Loads, Deflection and Dimensioning of Slab Track

2011 ◽  
Vol 255-260 ◽  
pp. 4022-4026
Author(s):  
Konstantinos Giannakos
Keyword(s):  
Life Cycle ◽  
Stiffness Coefficient ◽  
Rigid Pavement ◽  
Vertical Stiffness ◽  
Slab Track ◽  
Ballasted Track

Slab Track, as all railway structures, should provide secure train running and smooth passenger ride. Moreover, it should present sufficient vertical elasticity to distribute the loads to the adjacent fixing points of the rail. At the same time the deflection of the slab track should be comparable to that of the ballasted track which implies a decrease of the value of the acting forces during its Life-Cycle. In this paper the influence of the vertical stiffness of the track on the dimensioning of the slab track as a rigid pavement is presented.

Dynamic comparison of different types of slab track and ballasted track using a flexible track model

2011 ◽  
Vol 225 (6) ◽  
pp. 574-592 ◽  
Author(s):  
J Blanco-Lorenzo ◽  
J Santamaria ◽  
E G Vadillo ◽  
O Oyarzabal
Keyword(s):  
Dynamic Performance ◽  
Interaction Model ◽  
Fem Analysis ◽  
Wide Frequency Range ◽  
Train Track ◽  
Analysis Software ◽  
Slab Track ◽  
Track System ◽  
Ballasted Track ◽  
Different Types

The dynamic performance of a ballasted track and three types of slab track is analysed and compared by means of a comprehensive dynamic model of the train–track system, generated using two commercial analysis software packages: the commercial multibody system (MBS) analysis software SIMPACK and the finite element method (FEM) analysis software NASTRAN. The use of a commercial MBS software makes it possible to include, in a reliable way, models of advanced non-linear wheel–rail contact as well as complex elements or joints in the vehicle model, while the FEM the flexibility of the rail and the slab to be taken into account. As a result, a combined MBS–FEM representation of the vehicle–track model is integrated into the MBS software, which allows for the study of dynamic phenomena in a wide frequency range. In this study, other simpler approaches for modelling the dynamic vehicle–track interaction are also considered, such as pure multibody or FE representations of the whole vehicle–track system. The quality of the results obtained with the different types of models used is analysed, and some conclusions are put forth regarding the possible validity of rather simple train–track interaction model types under certain conditions as well as the most suitable configuration of the most complex models.

The dynamic response of slab track constructions and their benefit with respect to conventional ballasted track

2010 ◽  
Vol 48 (sup1) ◽  
pp. 175-193 ◽  
Author(s):  
Y. Bezin ◽  
D. Farrington ◽  
C. Penny ◽  
B. Temple ◽  
S. Iwnicki
Keyword(s):  
Dynamic Response ◽  
Slab Track ◽  
Ballasted Track

scholarly journals Ballast trough on ground as an alternative to slab track

2016 ◽  
Vol 2016 (4) ◽  
pp. 40-45
Author(s):  
Igor Gisterek
Keyword(s):  
Economic Benefits ◽  
Human Environment ◽  
Slab Track ◽  
Railway Line ◽  
Ballasted Track ◽  
The Subject ◽  
Development Countermeasures ◽  
Track Slab ◽  
Excessive Noise

Due to an increase in expectation concerning human environment and increase in comfort of habitat and workplace, a rising role of means and measures protecting from excessive noise and vibrations can be noted. To meet the requirements of sustainable development, countermeasures should result in long-lasting social and economic benefits. The paper deals with the subject of noise and vibration protection of people and structures along a railway line. A system consisting of concrete trough on ground, containing ballasted track was proposed and erected. This structure was compared with classic and slab track. Keywords: Ballast trough; Ballasted track; Slab track.

Field study using additional rails and an approach slab as a transition zone from slab track to the ballasted track

2017 ◽  
Vol 232 (4) ◽  
pp. 970-978 ◽  
Author(s):  
H Heydari-Noghabi ◽  
JA Zakeri ◽  
M Esmaeili ◽  
JN Varandas
Keyword(s):  
Transition Zone ◽  
Dynamic Behavior ◽  
Field Tests ◽  
Field Measurements ◽  
Sudden Increase ◽  
Transition Zones ◽  
Slab Track ◽  
Railway Line ◽  
Approach Slab ◽  
Ballasted Track

An abrupt change in the stiffness of railway tracks at the junction between slab track and ballasted track causes increased dynamic loads, asymmetric settlements, damage of track components, and, consequently, increased maintenance costs. Due to this, a transition zone is usually built at the junction between the ballasted and the ballastless tracks to reduce the aforementioned problems. One of the methods suggested as a transition zone in these areas is to use a combination of an approach slab and additional rails. This study evaluates the dynamic behavior of this type of transition zone using field tests and also compares its performance with a transition zone built only with an approach slab. Hence, in the Tehran–Karaj railway line, two types of transition zones were constructed: one including only the approach slab and the other one including additional rails and an approach slab. Then, by conducting some field tests, the dynamic behavior of the track in these two types of transition zones was examined. The results of the field measurements show that for the analyzed case study, at the combined transition zone with additional rails and an approach slab, instead of a sudden increase in rail displacements from the slab track to the ballasted track (i.e. by 53%), initially, in the first part of the transition zone (with additional rails and an approach slab), the deflections increase by an average of 31%, and then in the second part of the transition zone (with additional rails only) the deflections increase additionally by 11%.

scholarly journals Wheel Flats in the Dynamic Behavior of Ballasted and Slab Railway Tracks

2021 ◽  
Vol 11 (15) ◽  
pp. 7127
Author(s):  
Cecilia Vale
Keyword(s):  
Dynamic Behavior ◽  
Vertical Displacement ◽  
Numerical Approach ◽  
Hertzian Contact ◽  
Dynamic Force ◽  
Slab Track ◽  
Regulatory Limits ◽  
Continuous Slab ◽  
Ballasted Track ◽  
Wheel Flat

Wheel flats induce high-impact loads with relevance for the safety of the vehicle in operation as they can contribute to broken axles, hot axle boxes, and damaged rolling bearings and wheels. The high loads also induce damage in the track components such as rails and sleepers. Although this subject has been studied numerically and experimentally over the last few years, the wheel flat problem has focused on ballasted tracks, and there is a need to understand the phenomena also for slab tracks. In this research, a numerical approach was used to show the effects of the wheel flats with different geometric configurations on the dynamic behavior of a classical ballasted track and a continuous slab track. Several wheel flat geometries and different vehicle speeds were considered. The nonlinear Hertzian contact model was used because of the high dynamic variation of the interaction of the load between the vehicle and the rail. The results evidenced that, for the same traffic conditions, the dynamic force was higher on the slab track than on the ballasted one, contrary to the maximum vertical displacement, which was higher on the ballasted track due to the track differences regarding the stiffness and frequency response. The results are useful for railway managers who wish to monitor track deterioration under the regulatory limits.

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