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Rail Track Analysis User Manual

1. i 4 i E eem BENE Lir Ht en i t ed md c i J x r ccc kun S Pi LLLI Y 11H Lj WU zz L m M jM as E 1 IES E gt LLL inn CELLE Gr E gd Lg E RM om i WW XE LL E m EIE AAPAN EAEI IAEA ANA AAAA IAA od be AAT ESP NEAL CY he aI AAI PUPAE by EZ SIE OY EA ONU MI ii BERL ERE i 383 2 1932538388 i i EE ES iod i Po d DEEmEmmm iilii I m Tacki Decks je Track 1 nveloj rac Envelope Decks Figure 50 Deck Worksheet for Multiple Results Files 44 Rail Track Analysis Menu Options Additional Results from Enveloping If more than one results file is loaded no combinations or envelopes are defined in the model and enveloping in Microsoft Excel has been selected then additional envelope results output is generated by the post processor in separate worksheets in Microsoft Excel These additional worksheets include envelopes of the raw results and summary tables for key results that need to be checked in UIC774 3 The track and deck envelopes produce the same summary tables graphs and results highlighted in the previous two sections for the following envelopes LJ Maximum and minimum envelopes for temperature loading only LJ Maximum and minimum envelopes for temperature and trainset rail loading L Maximum and minimum envelopes for all loading an envelope of the above two The a
2. VUCT Hvar Param Postmas 2 UCT Hvar Param Pos2 mss S UCTHHvar Param Por mss BCTH aram Post mgs 6 LICT Hash Param Posf mgs TUCTA Param Post mgs B LICTHHvasha Param Post mgs 9 ICT HHvarsO Param Postings D UICTHHvasnd Param Por mas T UC T4 Hva T aram PosTimgs UIcTHHvarislDP aram Por mas a vumemsssnazan s MIUICT Hvar aram Pork mgs BUCHAN Param _PosPimgs S UCTHHvarM TP aram Pork mgs DUCT HHvare Param Posto mgs B UCTHHvarMParam_Porimgs BIUCTHHvarM Param Postings 20 UCT Mas aram_Pos2l mgs ZIUCT Hvar Param Postings 22 ICT Mae aram_Pos22 mas 3 UCTMHvae Param _Pos2 mgs 24 UCT Ma aram Pos24 mas S UCTTAvariIOTP aram Pos mas 16 ICT Hvar Param Pos26 mar VT ICT Hvar Param Pos mas 28 CTH va aram Pos23 mgs 29 AC TTA HaT aram Po23 mar INS sr rr TEREE DUCT Hvar Param Postings 22 UCT Mar TP ram Pork mas UCT Hvar aram P0633 mgs UCT Hvar ara Por mgs 35 MC TTA Hari aram Posts mas 36 UCT Hvar aram Pos96 mgs 37 UCT Mae Param Pos mar 36 AC TTA vari aram Por mgs 39 MC TTA HIT aram Por23 mgs A0 ACTTAH aO ram Port agg 2 ass sss s ees su 28 x r IF I k Figure 53 Longitudinal Deck End Displacement due to Vertical Loading Check Worksheet for Multiple Results Files dob Tithe LAC 774 5 Modit LICTISH vah P aram Train Posisos 1 Analgsis Filename UCT Hei Pan Posi UCT vast eam Posto Model Directorg C Piopsctis DAT Track Srusi action Analgsis Date
3. 0 Entity Stress Title UIC 7743 Model UIC774E13P403 aR ailOnlyR16 Units N m kg s C Figure 100 Yield Layout For Train Loading Only From Separate Analysis LUSAS Modeller 14 0 B6 D Users GeotfiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rarec amp ptsyDeG p Scale 1 3 39E3 Zoom 710 202 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Title UIC 774 3 Model UIC774E13P4O3aBaseModelR17 Units N m kg s C Figure 101 Yield Layout For Combined Thermal And Train Loading From LUSAS Nonlinear Analysis 86 Revisit of UIC774 3 Test E1 3 Using the Separate and LUSAS Methods of Analysis The following two plots show the forces in the interaction joints for the thermal and train loads from the separate analysis The thermal loading has caused yielding of the unloaded track interaction with a value of 20 kN m in accordance with the unloaded resistance but the train loads have only induced up to about 25 7 kN m over the structure Combining these two results means that the total force per unit length for the separate analysis is 45 7 kN m which is comparable to the LUSAS nonlinear solution of 40 4 kN m see Figure 104 Because the interaction is well below yield for the loaded interaction resistance of 60 kN m the two solution method effectively have identical solutions and their behaviour can be visualised in Figure 10
4. 181 611 1218 3 3 0 O 0 0047363 7 735E 06 2 524E 06 280000 02 63954 95 182 61i 1224 4 H 0 0 0 0045372 1 021E 05 2 431E 06 280000 02 63954 95 183 614 1224 4 a 0 0 0 0045372 1 021E 05 2 431E 06 360000 03 63959 46 184 614 1230 5 5 o O 0 0043383 1 258E 05 2 31E 06 360000 03 63959 46 185 617 1230 5 5 0 0 0 0043383 1 258E 05 2 31E 06 440000 03 63958 369 186 617 1236 6 6 0 0 0 0041396 1 482E 05 2 163 06 440000 03 63958 369 f 187 620 1236 6 6 0 0 0 0041356 1 482E 05 2 163 06 520000 04 63958 631 61488 994 188 620 1242 7 7 0 0 0 0039413 1 689E 05 1 99E 06 520000 04 63958 631 61488 994 189 623 1242 7 7 0 0 0 0039413 1 689E 05 1 99E 06 600000 04 63958 568 190 623 1248 8 8 0 0 0 0037431 1 878E 05 1 789E 06 600000 04 63958 568 191 626 1248 8 8 0 0 0 0037431 1 878E 05 1 789 06 680000 04 63958 583 80451 825 192 626 1254 E 5 0 0 0 0035452 2 046E 05 1 561E 06 680000 04 63958 583 80451 825 193 823 1254 9 3 0 0 0 0035452 2 046E 05 160000 05 358 5B 899 5 m faci LL rac 2 pe Track 1 Envelope Track weiope Decks Raed Checi Deck Ju Figure 49 Deck Worksheet Bending Moment Graph and Tabulated Output for Results of Analysis 4 of 4 Scenes i lia gt i LUE E AN LI H i w 111 iiid EE E EG Eg rp d p aad 2 ERA AE ATAU ca m EM n Www NN tt ny a nN on il
5. 14 0 BG D AUsersvGeoffDocumentationPdQ03a Increased Spans Rail Expansion Joints and Beam Piers for Rail recgBEtsEYDgG p Scale 1 4 75114E3 Zoom 267 297 Eve 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Title UIC 774 3 Model HwashilTempOnly Units N m kg s C Figure 87 Track Rail 1 Yield Due To Thermal Load On Track Alone 76 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loading LUSAS Modeller 14 0 B6 D AUsersGeoffiDocumentationP4dO3a Increased Spans Rail Expansion Joints and Beam Piers for Rai rocRBtZL6G p Scale 1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Title UIC 774 3 Model HwashilRailOnly Units N m kg s C Figure 88 Track Rail 1 Yield Due To Braking Train Loads On Track 1 Separate Analysis LUSAS Mode lle r 14D B6 D Wee re GeofiDoctme rtitiorg da Increased Spans Rall Bpars bos Jolt ad Beam Pers tor Rall Scripte TN SolrtiorTTempeadRallTogetie rJ IC 77 Hei 89 eT er pac Scale 1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Tite UIC 774 3 Model UICTT HWE HIP da The mal Aad Rall Loads applied Corcarre sty Uit N mgs C Figure 89 Track Rail 1 Yield Due To Braking Train Loads On Track 1 Th
6. Combined Thermal And Rail Units N m kg s C Figure 73 Zoomed Axial Force In Rails Due To Accelerating Train Loads On Track 2 Looking again at the yielding Figure 74 the difference between this track and the one with the braking train becomes obvious as without the action of any train load over the span transition for this track the yield is roughly symmetrical and occurring across the transition between spans colour change indicates changing yield direction This yield over the whole region of the span transition is the whole reason why a smooth behaviour is observed in the rail force stress in the second track as opposed to the first track that has the braking train load 65 Rail Track Analysis User Manual LUSAS Modeller 14 0 B6 D AUsersvGeoffiDocumentationPdO3a Increased Spans Rail Expansion Joints and Beam Piers for Rai rece Bts2ON6 Splut Scale 1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Title UIC 774 3 Model HwashilRailOnly Units N m kg s C Figure 74 Yield In Track Bridge Interaction Due To Train Acceleration Load On Track 2 Analysis of Combined Thermal and Rail Loading One Step In this form of analysis a single nonlinear analysis is carried out where the thermal and rail loading are applied concurrently to the model In terms of the track bridge interaction the resistance bilinear curves used
7. Decks Raibed Check Deck i 2 i Figure 41 Track Worksheet Tabulated Output for Temperature Only Results of Analysis Increment 1 3 of 3 39 Rail Track Analysis User Manual L_ Ai SEE 2 Job Title NT os Dc 0D ot DF 0G DH Di DI DK DL oM ON o o Ez B 3 4 5 6 7 8 2 Increment 2 Load Factor 1 00000 5 Mamm X Miimum 10 Value Element Node Dist m Value Element Node Dist m eet 12 Disp Y m 1723 65 3024 598 0 001189 2663 539 13 Rot RZ rad 0 000201 2723 49 0 0001275 2740 551 14 Rel DispofRallbed over Decks m 0 0055445 2729 sso 00082288 3188 62s 15 Rel Disp of Rallbed whole Track m 0 0099445 272 sso _ 0 0082288 3128 625 17 Fr N 8434 2903 1362 2723 549 8405 8575 1367 2728 18 My Nm j21023199 1367 2729 sso 1416 3442 489 975 244 19 Rall Stress MPa 36 824624 1015 2028 435 61786607 1362 2723 549 20 2 22 Longitudinal Relative Displacement of Railbed plus Displacement of Track and Decks for Track 1 23 Railbed 24 25 rack i 26 Deck 27 0 02 28 29 30 0 014380639 31 32 33 0 01 9409944465 34 35 36 E 0005 37 E 0 39 42 0 005 43 0 008228784 44 4 01 45 6 47 M Trak1 Track2 Decks Envelope Track 1 Envelope Track 2 _ Env
8. WDN gt t210 Model aits Nimes C Sey WD UA on 2 UC TM Hash te aram Pos2 mgs 7 MC TM Hail TP aram Pos ags B UC TM Hai T aram Pos3 mas DUCT 4 haie TP aram Posq0gi 1S ACT Hah TP aram Post egi S UC Tai T aram Posti agi W UCT Hah TP aram Poatiegi SIUCT Hash P aram Posting 20 UCT tae T aram Peal mgs 22 UCT Shea OP aram P0322 mgs 23 ACT reas TP aram P321 ms 34 ACTI Hash TP aram Fo324 mgs 25 UCT Sheard UT aram Fo325 mgs 26 ACTI Hush TP aram Pros mgs 27 ACTI Hash T aram Foa27 ms 28 UC TI Hah OT aram Pos2d mgs 2I LACTIS Hvar P aram Pos23 ms 20 ACT T rharhwIO P aram Por mgs ICT Henr aram Poring IUT THa OP aram Pori mar ztssuuuwsrHHuEUUNENEENENESS2sszOS 5 u 33 MC TTA hens aram Port mgs 5 34 UCT TA beach aram Pordi mar 36 UCT Hard aram Ports mar cu zh 37 MC TTA heh aram Po mar 36 ACTTA hah aram Pordi mar 39 MC TTA heh aram Port mar s 9 LJ E narn Deck e ioad Deck Gap Check Vert Load Deck Vertic ps Check tudi i Figure 54 Vertical Deck End Displacement Check Worksheet for Multiple Results Files 47 Rail Track Analysis User Manual w 0 ow bh won tisicisigiticisicis wo cum uh 0 z je n vss 8 5 amp 5 s 5 5 55 vw v oe p fn n es o Job Title UIC 774 3 Modet UIC774 washil101Param Train Position 1 Anaiytis Filename UWICTTSHwarhil LO1P ea m Pos gt UIC774Mwashil O Paraee P
9. analyses From the verification testing carried out we can say that Even though a computer program may be validated against the standard test cases in the UIC774 3 code of practice in situations when combined thermal and train loading from separate analyses gives track structure interaction forces that exceed the stated yield resistance of the track restraint system i e the ballast then the separate analysis method will potentially over predict the rail stresses unless the loaded track yield surface is reduced by the mobilised track resistance over the extent of the train loading Rail stress over predictions of up to 30 have been seen when thermal and train loading results are combined from separate analyses Description The rail track analysis UIC774 3 option in LUSAS allows the construction and solution of finite element models to study the interaction between the rail track and a bridge This forms an essential part of the design process as the stresses within the rails of the tracks must remain within specified limits based upon the design and the state of maintenance A number of calculation methods are available and each of these can lead to a slightly different solution for the combined thermal and rail loading condition Each of these methods except the hand calculation has been investigated in this technical note prior to carrying out the analysis in LUSAS using the rail track analysis option 57 Rail Track An
10. enveloping is always going to be performed over all of the results files loaded then this line can be replaced with numResFile database countResultsFiles SENGINE VBScript Sample VBScript to define envelopes in Modeller equivalent to those carried out in Microsoft Excel The number of results files loaded on top of the model numResFile 101 Define the envelope objects Set envTempOnly database createEnvelope Envelope of Temperature Only Set envTempTrain database createEnvelope Envelope of Temperature and Train Loads Set envAllConfig database createEnvelope Envelope of All Configurations Loop over the results files For ires 1 To numResFile Add the temperature only results to the appropriate envelopes Call envTempOnly addEntry 1 ires 1 1 Call envAllConfig addEntry 1 ires 1 1 Add the temperature and train results to the appropriate envelopes Call envTempTrain addEntry 2 ires 1 1 Call envAllConfig addEntry 2 ires 1 1 Next Release envelope objects Set envTempOnly Nothing Set envTempTrain Nothing Set envAllConfig Nothing Figure 57 Example VBScript to Define Equivalent Envelopes in Modeller 49 Rail Track Analysis User Manual If the envelopes in Modeller have been defined correctly then identical results will be obtained from the post processor for the Modeller and Microsoft Excel enveloping methods Generation of the envelopes in Modeller through VBScripting removes the poten
11. geometric and material assignments of the internal spans plus pier abutment arrangements along with their support and bearing characteristic The input allows the modelling of the piers through equivalent springs using the method proposed in the UIC774 3 Code of Practice see note below or through the physical modelling of the piers by entering input of the pier heights plus geometric and material assignments The inputs to the worksheet are Spring Support for each abutment pier Defines the longitudinal stiffness for the abutment or pier The longitudinal stiffness for the abutment or pier should be entered as either free F restrained R or a positive stiffness in kN mm The Rail Track Analysis Spreadsheet For the equivalent spring approach if the displacement behaviour of the support and the bearings are modelled separately the supports should be set to take account of the displacement at the top of the support due to elastic deformation the displacement at the top of the support due to the rotation of the foundation and the displacement at the top of the support due to the longitudinal movement of the foundation If instead the displacement behaviour of the support and bearings are lumped together as illustrated in the example in Figure 6 the spring supports for the piers and abutments should be set to R for restrained If the piers are physically modelled then the spring support for the pier should represent the lo
12. in the modelling are determined by the positioning of the rail loading so that loaded properties are used where the rail loading is applied and unloaded properties everywhere else As with the separate method highlighted above this analysis ignores any initial straining of the track bridge interaction under pure thermal loading and therefore assumes that the loaded resistance properties are active under the thermal loading over the extent of the train loading The results from the analysis are shown in the following figures and give the following results for the track peak compressive stresses Track 1 85 6 N mm Track 2 100 6 N mm NOTE For this analysis the reduction in axial force rail stress is not observed at the span discontinuities towards the left end of the structure 66 Analysis of Combined Thermal and Rail Loading One Step LUSAS Mode ler 140 86 DWsers GeottDocume taton da Increased Spans Rall pans bos Jolt aad Beam Pers tr Rall Scripts YTN SolstonTempardRallToge the MU C77 HASS SP RT pac Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 6136E 06 at El GP 1042 1 MIN 0 1313E 07 at EIU GP 1594 4 Tite UIC 774 3 Model UICTT tHe HIP da The mal Aad Rall Loads Applied Corctrre rti Unit NmkgsC Figure 75 Axial Force In Rails Due To Combined Thermal And Train Loads In Track 1 One Step LUSAS M
13. is 1 2 times that of the LUSAS analysis for track 1 and 1 12 times for track 2 It should be noted however that the separate analysis could be giving an apparent increase in track resistance of up to 1 6 times that of the loaded track due to the combination of the nonlinear results The concurrent analysis gave results that are between the separate and LUSAS analysis as expected since the correct limit of loaded track resistance is modelled even though the thermal effects are only approximated One overall conclusion 1s obvious from these test case analyses and discussions made in this appendix When a combined thermal and train loading from a separate analysis gives interaction forces that exceed the stated yield resistance then the separate analysis method will potentially over predict the rail stresses unless the loaded track yield surface is reduced by the mobilised track resistance over the extent of the train loading References UI UIC Code 774 3 R Track bridge Interaction Recommendations for Calculations 2001 Union Internationale des Chemins de fer Paris France 97 Rail Track Analysis User Manual 98
14. jelesi ja ebe jef be f fet e bafe pa o I efa be Pa peha e es e a be be bet faba fe ps peee ja fafa faaatea fa afe 1 NT Track 1 Track 2 Decks 93 4 JL J EI Job Title j AE AF Ae At A Av aw Ax Av AZ SURRRISeesessazcn sel Pao eNO ay iT P y AA li M PN E Vf WS LLL Larva Figure 60 Deck Envelopes Performed in Microsoft Excel 51 Rail Track Analysis User Manual Al X Se Job Title z AA AB AC AD AE AF AG An Al AJ AK AL AM AN AO AP AQ AR AS AT AU AY AW AX AY AZ SEnvelope of Temperature and Train Loads Maz a Mazimum Value JElement _ Node cons 2268 isp Y m 1 000027 ftot MZ rad 00005 amp L My Nm ear 87 E Ea 55E 03 143 Dist m 100 0007 P 83 amp st 05 au p e j 001 n 100 oe M04 0 3609 U49 HI zv 827 wo 74 2450402 821 Cia 7S 674 E a SSDs 873 83 Y 8153 Longitudinal Displacement of Deck Longitudinal Displacement of Deck m 2008 Mesum Dist mj Value Element Node Dist m 6 4 00373 2735 1 250 132 2 00056 2 39 nt wo 135 Lg Uu ns 7 34 243 4 FEH Fi 74 122672 iss 2975 225 74 3627013 nit 237 we pea 3 651 651 Manmem I Minima Valse Emend Node Diss im Value Element Mode 0 00362 m 4 335 0 00587 Fe N Ms Men 1236083 55 5380130 7
15. loading alone and the combined thermal and rail loading Thermal 161 48 N mm Thermal amp Rail 189 65 N mm Comparison of the results shows that the rail stresses are in excellent agreement for both parts of the analysis with the compressive rail stress having a percentage error of 0 75 when compared against the target solution of 188 23 N mm 92 Revisit of UIC774 3 Test H1 3 Using the Separate and LUSAS Methods of Analysis LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Raibreec Bt2086 p Scale 1 3 5441E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 1275E 07 at EIt GP 34971 MIN 0 2477 E 07 at EIt GP 48371 Title UIC 774 3 Model UIC774H13P403aTemp Only Units N m kg s C Figure 109 Axial Force In Rails Due To Temperature In Bridge And Rail LUSAS Modeller 14 0 B6 DAUsersGeoffiDocumentationP403a Increased Spans Rail Expansion Joints and Beam Piers for Rab reca pre UBG p Scale 1 3 5441E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Enveloping on ALL Enveloping Envelope MIN Entity Stress Diagram Component Fx MAX 0 1370E 07 at EIU GP 345 1 MIN 0 2909E 07 at EI GP 483 1 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model UIC774H13P4Q03a Base Model Units N m kg s C Figure 110 Axial Force In Rails Due To Combined Tem
16. m kg s C Figure 97 Axial Force In Rails Due To Temperature In Bridge And Rail LUSAS Modeller 14 0 B6 D XsersvGeoffiDocumentationXP403a Increased Spans Rail Expansion Joints and Beam Piers for R dil rec teV DIG 9 Scale 1 3 39E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Enveloping on ALL Enveloping Envelope MIN Entity Stress Diagram Component Fx MAX 0 1474E 07 at EIU GP 327 1 MIN 0 2877E 07 at EIOP 4234 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model UIC774E13P403a Envelope Over All Train Loads Units N m kg s C Figure 98 Axial Force In Rails Due To Combined Temperature And Enveloped Rail Loading 84 Revisit of UIC774 3 Test E1 3 Using the Separate and LUSAS Methods of Analysis Discussion For this test case the difference in the results due to the track resistance modelling between the two methods is minimal Combining the results of two nonlinear analysis while invalid gives almost identical results to the LUSAS analysis which correctly represents the transition from unloaded to loaded resistance on arrival of the train load The train load position that gives the worst compressive stress in the rail does however differ slightly between the two analyses with the separate analysis giving a train front position of 75m from the left abutment of the bridge and the LUSAS combined analysis giving a train front position of 80m from the left abutment of the bridge Looking at the yield behaviour i
17. stationary trainsets on a two track structure the number of track loading locations must be set to 1 Rail Track Analysis Menu Options The Rail Track Analysis option is accessed through the Bridge menu by selecting the Rail Track Analysis UIC774 3 entry This menu entry provides the following three options Q Build Model Q Apply Rail Loads Q Extract Results To Excel 31 Rail Track Analysis User Manual Build Model Dialog UIC 774 3 Model Builder Model filename Pe Microsoft Excel spreadsheet Pe or batch text file Browse NOTE LUSAS model will be built and run in the current working directory Curent working directory C Projects4J7 250447 rackStructurel nteractian Element size 1 0 Apply temperature and rail loads in same analysis wait far solution Cancel Help Figure 34 UIC774 3 Model Builder Dialog Q Model filename The model filename for the analysis should be entered into the box if batch processing is not being used see below The file should not contain any directory specification as all models will be placed in the current working directory indicated on the dialog Q Microsoft Excel spreadsheet or batch text file If batch processing is not being used and a single model is being created the filename of the Microsoft Excel spreadsheet that will be used to define the analysis must be entered into the box including file extension If no directory structure is specified the spreadsheet
18. the averaged nodal stresses The stresses reported previously in the post processing performed on the UIC774 3 groups is the unaveraged nodal stresses and therefore the values will differ slightly The averaged nodal stresses can be obtained for the post processing of the UIC77 3 groups by averaging the values reported for the elements either side of the node Post processing of selected lines if groups are missing If the model does not contain the expected rail track model group names Track 1 Track 2 and Decks or expected group contents then post processing can be carried out on a line by line basis To use this option the selection must contain lines that have 3D Thick Beam elements assigned All other lines and objects will be ignored by the post processor When post processing selected lines it is assumed that these lines define a single path which travels in the direction of increasing line ID number The lines will therefore be post processed in increasing line ID order and the lowest line ID start point will be assumed to provide the reference position for the x coordinate used to calculate the distances reported The output is almost identical to the output that 1s generated for the decks group with a summary table and tabulated output reported for all of the elements associated with the 53 Rail Track Analysis User Manual lines that have been selected No graphs are generated for the post processing of the
19. thermal effects give a peak compressive rail stress of 161 48 N mm which compares well with the code of practice value of 169 14 N mm allowing for slight differences in material properties which have been estimated LUSAS Modeller 14 0 B6 D Users Geoffibocumentation P4034 Increased Spans Rail Expansion Joints and Beam Piers for Raireca pre UG Splut Scale 1 3 5441E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 1275E 07 at EIU GP 3490 1 0 2477 E 07 at EIt GP 4983 1 Title UIC 774 3 Model UIC774H13P403aTemp Onhy Units N m kg s C Figure 106 Axial Force In Rails Due To Temperature In Bridge And Rail To determine the worst location of the train load for compressive rail stresses the bridge has been analysed with the rail loading at 37 separate locations starting from the left abutment of the bridge and finishing 90m from the right abutment of the bridge train moving from left to right and these results enveloped The results of this 90 Revisit of UIC774 3 Test H1 3 Using the Separate and LUSAS Methods of Analysis analysis are presented in the following figure which give a peak compressive rail stress of 29 09 N mm LUSAS Modeller 14 0 B6 DAUsersGeoffiDocumentationXP4d03a Increased Spans Rail Expansion Joints and Beam Piers for Rarec amp Bre DEG Sp Scale 1 3 5441E3 Zoom 100 0 Eve 0 0 0 0 1 0 Nonline
20. to section 1 s Align all sections to section IE Vertical Centre to centre x 9 TJ Vertical Centre to centre Horizontal Right to right v Interpolation of properties Enhanced Horizontal Right to right v Interpolation of properties Enhanced Section 5 5 Section 7 Section 9 9 A eo ga 0 4 4 8 8 99 10 10 11 11 1212 13 13 Section 1 1 ction 3 iol Section 3 Sectio n 4 4 Section 5 6 Sei ion 8 8 Name Deck 1 Span1 amp 2 Z Name Deck 2 Span 1 to 3 Close Close Figure 24 Definition of Multiple Varying Section for Deck 1 and Deck 2 for Two Reference Paths Zoom on this area Figure 25 Model after Assignment of Multiple Varying Sections with Two Reference Paths a b Figure 26 Zoomed Plot of Pier Location between Spans of Deck 1 Showing a Smoothed Section for a Multiple Varying Sections with One Reference Path per Deck and b Correct Unsmoothed Section for a Multiple Varying Sections with One Reference Path per Span 21 Rail Track Analysis User Manual Worksheet 4 Material Properties Al vO fe Material Properties p G D E E H l J Material Properties E 2 3 E v p e Description J 4 5 6 ri 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 EEN L0 ee OO Structure Definition lt Geometric Properties Material Properties Interaction a
21. 00000 1 77841 185 77056 2004 40 699 1400 33 33 0 0 0 00115841 1 2822E 05 4 5012E 07 1400000 1 77841 185 77056 2004 41 702 1400 33 33 0 0 0 00115841 1 2822E 05 4 5012E 07 1320000 1 77841 212 72655 002 42 702 1406 34 34 0 0 0 00135493 1 3168E 05 2 4465E 07 1320000 1 77841 212 72655 002 M M Selection Envelope Selection 4 1 Figure 63 Sample Output from Post Processing of Selected Lines when the Groups are Missing or Invalid If more than one results file is loaded no combinations or envelopes are defined in the model and Microsoft Excel enveloping is selected then the Microsoft Excel spreadsheet will contain an additional worksheet that holds these enveloping results The envelopes generated will be the same as those for the tracks and decks Q Maximum and minimum envelopes for temperature loading only L Maximum and minimum envelopes for temperature and trainset rail loading L Maximum and minimum envelopes for all loading an envelope of the above two 54 Limitations of Use Limitations of Use L Since the analysis is two dimensional even though three dimensional elements are used the offsets are not modelled for the bearing section centrelines nor for the section rail centrelines see figure below Currently all centrelines are coincident with the centreline of the deck Curved bridges cannot be modelled Only up to two tracks can be considered Thermal loading for mixed steel and concrete bridges in the sa
22. 0o0o0o0o00n0o0o0o0o0o0o0o0o0o0o00o0o0o0o0o0o0o0o0o0002020oc E E T H jt g 5 TNCN R R NOR R HON H R N X Hi E E n i E ji z 11 21 44 Martin EAE EEN EERE EERE ETERS EERE EEE REE EERSTE RESTO RETO ER m m m en c9 9 om m nm oc SRERSRRRSERAIARREREERRRSSSRRSSSRISSRESEERRRERI 4 HEURE E ELEEREHEHELELEEELLCEEEEHEEEES ER RH E EGER Gs ever erem eerie envie eere aas 532599 355 5 8885RR8R8S j a a LEOA LLERA LDE TEE A AAEE ERTE EATE 2210 T 4 s f AETITTTII124222221224542222122250 1072 1211150022221211002223222 204 Tf f f 210 of Analysis Increment 2 3 of 3 LOL LLL LLL ee faerie eee eee ee eee eee m Me th ehh teeth ehh e hhh tret hh ahhh rhet LLL LLL LE ee ae Re eee ee eee mtn t mn AL 00000000000000000000000000000000000000000000000000000040000000000000000051000 Q8 i 2 2 2 26 22 2 22 22 2 2 BAA zz kk ds Track Worksheet Tabulated Output for Temperature and Tr OR NR ORAAAANARRRARBRARYSSSSAARRARBSSSA i EE BEER GU E LEE EHE EHE CILE EESTI GER T MERE eM e 1 7 AA ew nan RO ORR RAAARSARAARARRARRRARA AR AER RATS Se Eg Tel ea Siklela eG nnm ea Hele a m ow ir e d CO eoe 7 1 isla m I a888838888822333332833858333858585858333853533583253 gure Fi Track Worksheet for Multiple Results Files 41 Figure 45 Ra
23. 29 550 134 11579 1362 2723 549 18 My Nm 23 749293 603 1195 300 33 615364 1362 2723 549 5 Rail Stress MPa 36 504838 1015 2028 435 46 062148 1594 3188 625 20 Longitudinal Relative Displacement of Railbed plus Displacement of Track and Decks for Track 1 0 007255548 0 006096 121 0 007380908 44 M4 Track 1 Track 2 Decks Envelope Track 1 Envelope Track 2 Envelope Decks Raibed Check Deck Figure 39 Track Worksheet Summary and Railbed Graph for Temperature Only Results of Analysis Increment 1 1 of 3 38 Rail Track Analysis Menu Options Al vO Job Title a c D E t G H i J M N o Axial Stress in Rail Track 1 r ess aN 51 52 53 55 56 9858982222859 lalalala 2 72 73 74 Axial Stress in Rail Tracks 76 77 82a Pier 11 Pier 12 RH Abutment 91 30 92 93 40 Marni Tracki Tac2 Decks E Tracki pe Track 2 Decks Rated Check Deck Miaa Figure 40 Track Worksheet Rail Stress Graphs for Temperature Only Results of Analysis Increment 1 2 of 3 0 0 0 O 3 034 15 1 555E 64 1 271E 65 1 978 19 E 100 1 1 0 300 0 0 101 1 2 1 299 0 O 9 42E 25 2 084 73 1 177E2 9 42E 25 3 034 15 1 555E 64 1 271E 65 1 978 19 102 3 2 1 299 0 0 9 426 25 12 084E 73 1 177E 72 9 42E 25 3 11E 15 2 246E 64 2 185E 65 2 027E 19 103 3 7 2 298 0 O 1907bE 24 1 497E 73 2 645E 72 1 907
24. 3 4 785E 73 2 157E 71 1 157E 23 6 162t 15 1 307E 63 8 254E 65 4 018 19 118 19 35 9 291 0 O 1 157E 23 4 785E 73 2 157E 71 1 157E 23 7 088E 15 1 686E 63 1 071E 64 4 621E 19 119 19 39 10 290 0 O 1 377E 23 6 177E 73 2 797E 71 1 377E 23 7 088 15 1 686E 63 1 071E 64 4 621E 19 120 21 35 10 290 0 0 1377E 223 6 177E 73 2 797E 71 1 377E 23 8 189 18 2 178E 63 1 388E 64 5 339E 19 121 21 43 11 289 0 O 1 631E 23 7 982t 73 3 623E 71 1 631bE 23 8 185 15 2 178E 63 1 388E 64 5 335t 15 122 23 43 11 289 0 O 1 6831E 23 7 982E 73 3 623E 71 1 631bE 23 9 494 15 2 815E 63 1 797E 64 6 18SE 19 123 23 47 12 288 0 O 1 926E 23 1 032E 72 4 691E 71 1 926E 23 9 494E 15 2 815E 63 1 797E 64 6 189 19 124 25 47 12 288 0 O 1 926E 23 1 032E 72 4 691E 71 1 926E 23 1 103 14 3 639E 63 2 327E 64 7 193 19 125 25 51 13 287 o O 2 268 23 1 334E 72 6 072E 71 2 268E 23 1 103t 14 3 639E 63 2 327E 64 7 193 19 126 27 51 13 287 0 O 2 268E 23 1 334E 72 6 072E 71 2 268b 23 1 285E 14 4 707E 63 3 011bE 64 8 376E 19 127 27 55 14 286 0 O 2 667E 23 1 726E 72 7 858E 71 2 667E 23 1 285E 14 4 707E 63 3 011E 64 8 376E 19 128 29 55 14 286 0 O 2 667E 23 1 726 72 7 858E 71 2 667E 23 1 498 14 6 088E 63 3 897E 64 9 767E 19 125 29 55 15 285 0 O 3 132E 23 2 233 72 1 017E 70 3 132E 23 1 498t 14 6 088E 63 3 897E 64 9 767E 19 130 31 59 15 285 0 O 3 132bE 23 2 233 72 1 017E 70 3 132b 23 1 749 14 7 876E 63
25. 4 When modelling structures where the sections do not vary smoothly for example over a pier as indicated in Figure 14 caution should be exercised as using a single reference path per deck could lead to artificial smoothing of the section variation This is illustrated in Figure 25 and Figure 26 which examine the behaviour at an intermediate pier of a deck when a single path is used for each deck In Figure 26 the image on the left is from the use of a single reference path for the whole deck and shows the smoothing that has occurred over the pier when compared to the image on the right which is from the use of a single reference path for each span of the deck 20 The Rail Track Analysis Spreadsheet Multiple Varying Section Multiple Varying Section Usage Distance interpretation Usage Distance interpretation 3D Thick Beam O Scaled to fit each line individually 3D Thick Beam v Scaled to fit each line individually np arenes Along reference path Path Deck 1 Span1 amp 2 v Sane eet ac ee Along reference path Path Deck 2 Span 1 to 2 v C Symmetric section Shape Interpolation Distance Edt i Shape Interpolation Distance Eat Start d 1 Start f Smoothed 2 Smoothed Smoothed 3 3 Smoothed E Smoothed i 4 Smoothed Smoothed Reverse E Smoothed i Smoothed 5 Smoothed 3 z aT EE Mi Smanthed C Symmetric section amp monethan 7 Alignment Alignment Align all sections
26. 43 4 0049623202 0 00962075 503727931 amp ome 9005870355 45 Vertical Displacement of Deck Vertical Displacement of Deck ds ean 0509228495 8 T y j d T T 750 T P B i L tai RR 10172058 1 A YT 5 lt a aa z tert rere d LIN J 55 0000364777 mis 4201373647 Rotational Displacement of Deck Rotational Displacement of Deck 641047645 3 9002 76 4 4 000019414 73 30 at M M Track Trck2 Decks 92 Figure 61 Deck Envelopes Performed in Modeller Post processing of selected track rail nodes If spot checks need to be performed on specific locations of the tracks then the nodes of the track rail can be post processed individually To perform the post processing the selection must contains nodes that are part of either track rail If nodes from other parts of the model are selected then these nodes will be ignored All other selected objects will also be ignored Figure 62 shows sample output from the post processing of a track For each results file that is loaded the axial stress at the node s will be reported in a separate worksheet for each node 52 Rail Track Analysis Menu Options Al fe B c D E F G H J E Check of Axial Rail Stress for Track 1 Node 1396 X 32 0 Y 0 0 Z 0 0 2 3 Job Title UIC 774 3 Model UIC774HwashilP403bParamRail Train Position 1 4 Analysis Filename UIC774Hwashi
27. 5 If however the train loading had induced interaction forces in the region of 40 kN m taking account of the track resistance already mobilised by the thermal loading instead of the observed 25 7 kN m then significant differences could be observed in the two analysis methods as the separate method would still allow a further 20 kN m track resistance to be mobilised before the onset of plastic yielding and the separate analysis would potentially over predict the rail stresses occurring This potentially means that even though a computer program is validated against the standard test cases in the UIC774 3 code of practice it may be predicting excessive rail stresses if it does not correctly take account of the loaded track resistance that can be mobilised Figure 102 Force Per Metre Length In Interaction From Thermal Loading Separate Analysis 87 Rail Track Analysis User Manual 32869 SC E3418 02 3 950 9L 38C85 bh EJECIFE Si 39CBD0 L Sy 3IScEC TCL 358585 Q Force Per Metre Length In Interaction From Train Loading Separate Figure 103 Analysis 30 0g 30 03 30 03 30 09 e30 03 30 og cacem car rr OFS EJEZEB SEX 35312 bey 383ED Bey EARLS bey e324CV8 bey ef LESE Bla e3P26 Oly g LESE Flu e3b00c E Force Per Metre Length In Interaction From Combined Loading LUSAS Analysis 88 Figure 104 Revisit of UIC774 3 Test E1 3 U
28. 5 042E 64 1 14 18 131 31 63 16 284 0 O 3 675E 23 2 889 72 1 316E 70 3 675E 23 1 749 14 7 876E 63 5 042E 64 1 14 18 132 33 63 16 284 0 O 3 675E 23 2 889 72 1 316E 70 3 675E 23 2 043 14 1 019E 62 6 524E 64 1 332 18 133 33 67 17 283 0 O 4 309E 23 3 737E 72 1 702E 70 4 309 23 2 043 14 1 019E 62 6 524 64 1 332 18 134 35 67 17 283 0 O 4309E 223 3 737E 72 1 702E 70 4 309E 23 2 388t 14 1 318E 62 8 441E 64 1 557E 18 135 35 71 18 282 0 O 5 05E 23 4 835E 72 2 202E 70 5 05E 23 2 388E 14 1 318E 62 8 441E 64 1 557E 18 136 37 71 18 282 0 O 5 05E 23 4 835E 72 2 202E 70 5 05E 23 2 792t 14 1 705E 62 1 092E 63 1 82t 18 137 37 75 19 281 0 O 5 917E 23 6 255 72 2 85E 70 5 917E 23 2 792t 14 1 705E 62 1 092E 63 1 82 18 138 39 75 19 281 0 0 5 917E 23 6 255 72 2 85E 70 5 917E 23 3 265E 14 2 206E 62 1 413E 63 2 129 18 138 39 79 20 280 0 O 6 931E 23 8 092t 72 3 687E 70 6 931E 23 3 265E 14 2 206E 62 1 413E 63 2 125 18 140 41 79 20 280 0 O 6 931E 23 8 092E 72 3 687E 70 6 931E 23 3 B19 14 2 855E 62 1 828E 63 2 49E 18 141 41 83 21 279 0 O 8 116E 23 1 047E 71 4 77E 70 8 116E 23 3 819E 14 2 855E 62 1 828E 63 2 49 18 142 43 83 21 279 0 O 8 116E 23 1 047E 71 4 77E 70 8 116E 23 4 469 14 3 693E 62 2 365E 63 2 913 18 143 43 a E 22 2 n n 9503F 3 f 20 9 503F 4 AAGE 3 68 A 2365E 63 29 18 Mabn Tracki Track 2 Decks E Taki E Tak2
29. 5 178E 06 2 591E 06 120000 01 63902 194 14065 427 23 608 1212 2 2 0 0 0 0049357 5 178E 06 2 591E 06 200000 02 63973 2656 23567 703 24 608 1218 3 3 0 0 0 0047363 7 735E 06 2 524E 06 200000 02 63973 2656 23567 703 25 611 1218 3 3 0 0 0 0047363 7 735E 06 2 524E 06 280000 02 63954 9505 33043 601 26 611 1224 4 4 0 0 0 0045372 1 021E 05 2 431E 06 280000 02 63954 9505 33043 601 27 614 1224 4 4 0 0 0 0045372 1 021E 05 2 431E 06 360000 03 63959 4601 42526 4 28 614 1230 5 5 0 0 0 0043383 1 258E 05 2 31E 06 360000 03 63959 4601 42526 4 29 617 1230 5 5 0 0 0 0043383 1 258bE 05 2 31E 06 440000 03 63958 369 52007 49 30 617 1236 6 6 0 0 0 0041396 1 482E 05 2 163E 06 440000 03 63958 369 52007 49 31 620 1236 6 6 0 0 0 0041396 1 482E 05 2 163E 06 520000 04 63958 6311 61488 994 32 620 1242 7 7 0 0 0 0039413 1 689E 05 1 99E 06 520000 04 63958 6311 61488 994 33 623 1242 7 7 0 0 0 0039413 1 689E 05 1 99E 06 600000 04 63958 5683 70970 398 34 623 1248 8 8 0 0 0 0037431 1 878E 05 1 789E 06 600000 04 63958 5683 70970 398 35 626 1248 8 8 0 0 0 0037431 1 878E 05 1 789E 06 680000 04 63958 5834 80451 825 36 626 1254 9 9 0 0 0 0035452 2 046E 05 1 561E 06 680000 04 63958 5834 80451 825 37 629 1254 9 9 0 0 0 0035452 2 046E 05 1 561E 06 760000 05 63958 5798 89933 246 38 629 1260 10 10 0 0 0 0033476 2 189E 05 1 307E 06 760000 05 63958 5798 89933 246 39 699 1394 32 32 0 0 0 00096211 1 2263E 05 6 6804E 07 14
30. 6 112 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component F 1 MAX 0 5599E 06 at ji j MIN 0 7Q95 E 06 at DIAGRAN Scale 1 0 Tithe UIC 7743 Model Hwashil Combined Thermal And Rail Units N m kg s C Figure 70 Zoomed Axial Force In Rails Due To Thermal Effects Only LUSAS Modeller 14 0 B6 D Wsers GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rail ce Bts2OB6 p Scale 1 4 75114E3 Zoom 566 112 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 1 Entity Stress omponent Fx S624E 06 at EI GP 75171 Title UIC 774 3 Model Hwashil Combined Thermal And Rail Units N m kg s C Figure 71 Zoomed Axial Force In Rails Due To Braking Train Loads On Track 1 63 Rail Track Analysis User Manual NOTE When viewing this axial force diagram it should be recognised that while the first two spans 2 25m each have identical geometry and pier bearing properties the first span segment of the first span does not carry any of the braking train load and this is contributing to the difference in the behaviours observed over the piers Looking at the yield in the track bridge interaction for this track Figure 72 the reason for the differences in axial force either side of the pier becomes clear as yielding has occurred to the left but not to the right of the span transition p
31. 74 3 Model UIC774E13P4dO03aTemp Only Units N m kg s C Figure 96 Axial Force In Rails Due To Combined Temperature And Rail Loading Comparison of these results with the UIC774 3 code of practice test results shows that the result compares directly with the 190 07 N mm compressive rail stress from the simplified analysis in the test case which is based on evaluating the effect of each part of the loading separately and are close to the rigorous answer of 182 4 N mm LUSAS Nonlinear Analysis The UIC774 3 E1 3 test case has been reanalysed using the LUSAS rail option and gives the following peak compressive rail stress for the thermal loading alone and the combined thermal and rail loading Thermal 150 21 N mm Thermal amp Rail 187 56 N mm Comparison of the results shows that the rail stresses are in excellent agreement for both parts of the analysis with the compressive rail stress having a percentage error of 2 83 when compared against the target rigorous solution of 182 4 N mm 83 Rail Track Analysis User Manual LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rai roc pts2O6 3 Scale 1 3 39E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 1418E 07 at Elt GP 325 1 MIN 0 2304E 07 at Elt GP 423 1 Title UIC 774 3 Model UIC774E13P403aTempOnly Units N
32. C774 3 Test E1 3 Using the Separate and LUSAS Methods of Analysis The standard UIC774 3 test E1 3 has been reanalysed using the following two approaches Q Separate analysis of thermal and rail loading effects Q LUSAS full nonlinear analysis The results of these two analyses are presented in the following sections and then discussed briefly Separate Analyses The analysis of the thermal effects due to the temperature in the bridge and rail are presented in the following figure These two thermal effects give a peak compressive rail stress of 150 21 N mm which compares well with the code of practice value of 156 67 N mm allowing for slight differences in material properties which have been estimated LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for R arec gtsev DG Splut Scale 1 3 39E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 1419E 07 at Elt GP 325 1 MIN O 2304E 07 at EIt GP 42371 Title UIC 774 3 Model UICF74E13P403aTempOnly Units N m kg s C Figure 94 Axial Force In Rails Due To Temperature In Bridge And Rail To determine the worst location of the train load for compressive rail stresses the bridge has been analysed with the rail loading at 31 separate locations starting from the left abutment of the bridge and finishing 90m from the right abutme
33. E 24 3 11E 15 2 246E 64 2 185E 65 2 027E 19 104 5 7 2 298 0 O 1 907E 24 1 497E 73 2 645E 72 1 907E 24 3 262t 15 3 059E 64 1 876E 65 2 127E 19 105 5 11 3 297 0 O 2 92E24 1 292E 73 4 022E 72 2 92E 24 3 262E 15 3 059E 64 1 876E 65 2 127E 19 106 7 11 3 297 0 O 2 92E 24 1 292 73 4 022E 72 2 92E 24 3 496 1S 3 871E 64 2 184E 65 2 279 19 107 7 15 4 296 0 O 4005E 24 1 445E 73 5 545E 72 4 005E 24 3 496t 15 3 871E 64 2 184E 65 2 275t 15 108 9 15 4 296 0 O 4 005E 24 1 445E 73 5 549E 72 4 005E 24 3 B16E 15 4 873E 64 2 83E 65 2 488E 15 109 9 19 5 295 0 O 5 19E 24 1 779 73 7 413E 72 5 19E 24 3 816E 15 4 873E 64 2 83E 65 2 488 19 110 11 19 5 295 0 O 5 196 24 1 779 73 7 413E2 5 196 24 4232t 15 6 183E 64 3 72665 2 759 19 111 11 23 6 294 0 O 6 504E 24 2 255 73 9 763E 72 6 504E 24 4 232t 15 6 183E 64 3 72E 65 2 759 19 112 13 23 6 294 0 O 6 504E 24 2 255E 73 9 763E 72 6 504E 24 4 752t 15 7 902E 64 4 871E 65 3 098E 19 113 13 27 7 293 0 O 7 979E 24 2 B886E 73 1 276E 71 7 979E 24 4 752E 15 7 902E 64 4 871E 65 3 098E 19 114 15 27 7 293 0 O 7 979E 24 2 886E 73 1 276E 71 7 979E 24 5 39 15 1 015E 63 6 356 65 3 514 19 115 15 31 8 292 0 O 9 652E 24 3 712 73 1 661E 71 9 652E 24 5 39 15 1 015E 63 6 356 65 3 514 19 116 17 31 8 292 0 O 9 652E 24 3 712E 73 1 661E 71 9 652E 24 6 162t 15 1 307E 63 8 254E 65 4 018t 15 117 17 35 3 291 0 O 1157E 2
34. HyvasN Param Postings M UCTTAHvasIWIPwam PosW mgs BUCHARIN EP aam Posfimas UCTTAHvasWIWIPwam Pos mas TIUCTMHvaska i Raram_Postt mgs B UCcTTAHvasuIWiPwam Posti mes BIUCTMHvas FP aam Postimas 20 NC TTA Hv aram Pos mes ZI ACTTAHvarWIWIPwam Pos2Ums 22 ICT Mya IP am Pos22 mes 22 UC TTAHvacWIW P aam Pos21 mes TS UCTTA Hac Te am Po4525 mas i6 UCTTAHvarI Team Por26 ms TT UCT MH vase P am Ford mes 28 UCTTA Har Te am Por28 mgs 29 UCT MH vase Te aam P0523 mas 30 NC TTA Hv aram Po mgs TUCTHMHvas NF am Postings 3 MC TTA Hv TE aram Pork mgs 33 IC TTA Hat IP aam Po63 mgs T UCTTA Hyatt aam Por ms UCT MHD TP am Ports mgs 26 UCT Hvac aram Posts mgs DUCT ae am Pos7 ms 38 ICT TP aram Posts mgs 39 UC TTA HaT aram Por mgs Lu e dde 523528 97222222 225225259suu u9vsuusuuusueuu9 ussuqsazcoass Envelope Track 1 Enwelope Track2 Envelo dob Title LAC 774 5 Modi IC TTA HvahIO TP aram Train Position 1 Anaigsis Filename UCT Hei Pawan Posi gt UICT774Hwas iP eam Posto Model Direetorg C PiopeccihJ DAT Tach erructaseinow action Analgsis Date 10 2000 TVOI2000 Model Uais Nigel d o4 oC e Ow T UICTTAHwastuIOTP aram Postumas 2 ACT HvacilOTP aram Pos2 mas 3 UC TTA Hari P aram Pos mas 4 ACTA Hai aram Port mar f UICTTAHvaciSIO TP aram Posfimar amp ACTA Hate aram Posf mgs T ACTA Hvaris OT aram PosT mgs SILICTTAHvack aram Poss mar S UICTTA Hari P aram Poss mar ID UC
35. Microsoft Excel spreadsheet or batch text file If a single rail load configuration is to be analysed for the specified bridge model the filename of the Microsoft Excel spreadsheet containing the required loading should be entered into the box Alternatively the Browse button can be used to locate the file Once the spreadsheet has been specified the OK button can be clicked to carry out the modification of the original bridge model to include the combined effects of the temperature and rail loading If multiple models and or multiple rail load configurations are to be analysed then only the batch text file which must have a txt file extension listing the information required by the software should be entered into this box Alternatively the Browse button can be used selecting Batch text file txt as the file type For each model rail configuration analysis the batch text file should contain a separate line of data Each line should specify the original temperature model the new combined loading model to create and the Microsoft Excel spreadsheet that contains the rail configuration definition Each item on a line should be TAB delimited to allow spaces to be used in the filenames An example batch text file is shown below Bridgel mdl Bridgel RailConfigl mdl Bridgel RailConfigl xls Bridgel mdl Bridgel RailConfig2 mdl Bridgel RailConfig2 xls Bridgel mdl Bridgel RailConfig3 mdl Bridgel RailConfig3 xls Bridgel mdl Bridgel RailConfig4 md
36. Pn Pes ms T LAC TR Parn Pes lm ELCT Em Pore Pest mp 12 LACTIS serm Pest wps 14 LACT React Pore Portit mps Eiu Pere Poot nee Ye LACT MPOTPurm Per mer IT ACTA RIOT Perl ngs V8 LAC TTA ROT Pec M ee 18 ACTI Aes ROT Port aec 20 LACT ate ac RO Pac20 me B ACTI acum Pact anc 22 ACTI n OP Peed age BD ACTI nce PP um Pes mee alunan rm Ped mes TEAC Thre CP m Psy KURLE TH hen m Pes man T USC Taten m Ped mm teuteuina Pes mas Pann Pes mas 30 ICTR Ate MIT P6030 mz 32 UC TTA OP Portas 33 LAC TTA RO Parm Peed tage 24 UC TTA s Pana Pac ngs 25 LAC TTA c POE um Peay 36 UACTIAe oc POTPurm Pac ag 51 ACTI oc POP Pec 2T ays 36 LAC TINO oc Pann Pes ma 39 CTR Parn P533 ms Destascr from Lett Kod of the Figure 56 Axial Rail Stress Check Worksheet for Multiple Results Files Microsoft Excel Fails with Insufficient Resources when Enveloping If Microsoft Excel fails to complete the post processing successfully with a complaint of insufficient resources when performing the enveloping within Microsoft Excel the 48 Rail Track Analysis Menu Options post processing will need to be carried out using a different method These memory limitations with Microsoft Excel are dependent upon both the size of the rail track model being post processed and the number of results files loaded Note After the failure of a post processing the Microsoft Excel application will still be dormant on t
37. Rail Track Analysis User Manual LUSAS Version 14 5 Issue 1 LUSAS Forge House 66 High Street Kingston upon Thames Surrey KT1 IHN United Kingdom Tel 44 0 20 8541 1999 Fax 44 0 20 8549 9399 Email info lusas com http www lusas com Distributors Worldwide Copyright 1982 2010 LUSAS All Rights Reserved Table of Contents Table of Contents Rail Track Analysis 1 1 UIG774 3 Code of Practice 1 LUSAS Rall ia ea a Ea a eaaa aa e aaia eaea raa Eeoae AERO ERRER 4 The Rail Track Analysis Spreadsheet sese nnn nnn nnn nnn 4 Worksheet 1 Decks Tracks and Embankment Lengths 5 Worksheet 2 Str ct re Definition oae RR RH REN ARR EN ME NE MM ME E E ME E 6 Worksheet 3 Geometric Properties 11 Worksheet 4 Material Propertie Sieisen rn Te 22 Worksheet 5 Interaction and Expansion Joint Properties esses eene enne 23 Worksheet 6 Thermal and Train Lodatltrig iiie esaet iaasa M asian aaan MAREA 27 Rail Track Analysis Menu Options nennen eene eene nennen nennen nnns 31 Bud Mod l plos cereos cu 66666 32 Apply Rail Loads Dialog 34 Extract Results To Microsoft Excel Dialog 37 Limitations OF USB iuvet ois ioo ne 55 Appendix A Verification Testing 57 MEO UCONN eee rc T 57 DE SCHIDUON e P 57 Combination of Separate Thermal and Rail Loading ces
38. Revisit of UIC774 3 Test H1 3 Using the Separate and LUSAS Methods of From Train Loading Separate on Force Per Metre Length In Interacti 112 gure Fi Analysis 318 83 38 55 8 30 0 30 0 e300 30 0 e400 30 0 c 3u0 0 30 0 30 0 ie ot si 426S09 38565 3S0cr Bl 364089L 39160 Fl 3rr8 LL clr One s E3EC 180 capper 3 zio sl 3818 8 36192 Cs 3 1EI08 ly 518 46 go eszi ZZ 996 Lrg 848 E34 21 lj 321088 396 6 3 0507 361 3 0108 2 3 1616 E3EC409 d 5 L669 E3EEGSS d EES g 39604 4 3495 IZ9t20 4 From Combined Loading LUSAS on ti Analysis Force Per Metre Length In Interac 113 gure Fi 95 Rail Track Analysis User Manual Conclusions Three solution methods for carrying out the UIC track bridge interaction analyses have been investigated and differences observed in the assumed behaviour and results highlighted The key observations were as follows Separate Thermal and Rail Loading Analysis n Q Correct unloaded track resistance used for thermal effects across whole model Correct yielding of unloaded ballast frozen ballast no ballast track under thermal effects Incorrect yielding of loaded ballast frozen ballast no ballast track assuming that thermal effects are present only correct if there are no thermal effects Invalid combination of
39. TTAHwartwIOTP am Postings T UICTMHvar Param Postings DUCT aram Poser MIUCT Hvar Param Post mgs S UICTHHvar Param Poser BUCTHHyarM Param _ Postings T LICTHHvar Param Posto mar BIUCTHHvarM Param Postings BIUCTMHarMN Param _Portimgs 20 IC TT 4H P aram Pos20 mas ZILACT Hvar Param Postings 22 MC TTA Har aram P022 mas 22 IC TTA Hah arcam P0623 mas 4 MC TTA ari aram Pos24 mar 25 UCT IMac Param Po25 mas Te UC TTA vaN TP aram Pos26 mas 27 IC TTA HaT arcam P027 mas T8 UICTTH Hvar aram P0429 mgs ICICIEICI CI ITI IPIE sim n ss uu 30 AC TTA HaT aram Por30 mgs T UC TTA HwarWIOTP am Postlegs e ICT wariOTP aram Post mas 33 AC TTA Hanf TP aram P033 mgs 4 ICT vari Param Port mgs 35 AC TTA Hah P aram Pos mgs 36 UCT Hvar TE ram Ports mas 3T MC TTAHvarfO TP aram P037 ms 38 UCT Ma aram Port mgs UCT Hvar aram P023 mgs ssssse jalalzials s z B 5 s M n Envelope Track 2 E Decks Rabbed Check Deck Long Gap Check Long Load Deck Long Gap Figure 52 Longitudinal Deck End Displacement due to Horizontal Loading Check Worksheet for Multiple Results Files 46 Rail Track Analysis Menu Options Job Title LAC 774 3 Model LIC TT Hah f aram Train Position 1 Anaigsis Filename UCT Heat Param Posi UC77 HvasIMIP eam Posto Model Direotorg C 4Piosctisd DAY T ach Siruna action Analgsis Date 10 2000 W210 Model Units Nigel 4b 4D o a C OC d Ow
40. UIC774 3 Code of Practice According to the Union Internationale des Chemins de fer International Union of Railways UIC774 3 Code of Practice the track structure interaction effects should be evaluated in terms of the longitudinal reactions at support locations rail stresses induced by the temperature and train loading effects in addition to the absolute and relative displacements of the rails and deck To 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 These loads should be Q Thermal loading on the bridge deck Q Thermal loading on the rail if any rail expansion devices are fitted Q Vertical loads associated with the trainsets Q Longitudinal braking and or acceleration loads associated with the trainsets l l Rail Expansion Joint Track Non linear Springs If Present Representing Ballast or Connection Z 7 7 z z zd a Bridge Deck Embankment Figure 1 Representation of Structural System for Evaluation of Interaction Effects Rail Track Analysis User Manual Non linear spring representing ballast connection nn x Track rail z T Z centreline Deck e e 9 centreline Bearing Remaining Struct
41. ac Parametric zd i i i Location i Parametric Amount i location of i location of Selection starting end position per unit loading for loading for i tobe i position for ine i m length g i g i for each i i iforloadings length B last loaded i i analysis Loading type NP i analysis analysis For Rais Ve rr Li M4 gt M Material Properties Interaction and Expansion Joint Loading 3 m TII Figure 31 Definition of Thermal and Train Loading for Structure The loading worksheet allows the input of the temperature and trainset loading characteristics that are to be considered for the structure This includes the capability of defining multiple trainset locations using the parametric loading facility which is described below Temperature Loading The temperature effects in the rails for a continuously welded rail CWR track do not cause a displacement of the track and do not need to be considered UIC774 3 Clause 1 4 2 For all other tracks the change in temperature of the bridge deck and rails relative to the reference temperature of the deck when the rail was fixed needs to be considered in accordance to the code of practice and design specifications The temperature loads for both the slab deck and the rail should be entered zero if not required in Celsius degrees centigrade where temperature rises are entered as pos
42. alysis User Manual The Hwashil Viaduct a railway bridge in South Korea has been used for this testing with continuous welded rail CWR and thermal effects only present in the structure for the following analyses LY Combination of Separate Thermal And Rail Loading L Analysis Of Combined Thermal And Rail Loading One Step Q Analysis Of Combined Thermal And Rail Loading Taking Account Of Effects Of Material Change Under Rail Loading In addition two of the UIC standard test cases have also been reinvestigated to demonstrate that these results can be matched even if the analysis type is potentially invalid prior to providing guidance and conclusions on this type of analysis These analyses were Q Revisit Of UIC774 3 Test E1 3 Using The Separate And LUSAS Methods Of Analysis Q Revisit Of UIC774 3 Test H1 3 Using The Separate And LUSAS Methods Of Analysis Combination of Separate Thermal and Rail Loading In this form of analysis two or more separate analyses are carried out with each analysis considering a different loading regime to the structure This 1s the simplest form of analysis of the track bridge interaction as it assumes that superposition is valid for a nonlinear system and according to the UIC774 3 code of practice can generally overestimate the rail stresses with percentage errors up to 20 to 30 be it through hand calculation or computer methods This analysis procedure is replicated in LUSAS by performing two separate
43. ams Scripts User directory Initially this template contains data that reproduces the E1 3 UIC test case model outlined in the code of practice as an illustration and should be edited and saved to the working directory in order to carry out analyses Note All of the data entered into the Microsoft Excel spreadsheet should be in metric units The required units are indicated in the various sections of the spreadsheet and should be adhered to for the correct modelling of the interaction analysis When the model is built all input will be converted to SI units of N m kg C and s The Rail Track Analysis Spreadsheet Worksheet 1 Decks Tracks and Embankment Lengths v fe Decks Tracks and Embankment IKI Number of Decks s E Number of Tracks Leftembankmentlength n n Right embankment length Length of Decks Only Total Length m M gt I No Decks Tracks and Embank Len lt Structure Definition Geometric Properties Maf D ST Figure 4 Definition of Number of Decks Tracks and Embankment Lengths This worksheet defines the global arrangement details of the bridge structure The inputs to the worksheet are Number of Decks Defines the number of decks in the structure and controls the importing of the structure layout in the Structure Definition worksheet The number of decks is initially limited to 100 but this number can be increas
44. ar Analysis Enveloping on ALL Enveloping Rail Load Envelope_MIN Entity Stress Diagram Component Fx MAX 186 5 at Elt GP 73 1 MIN 0 4462E 06 at EIt GP 4941 4 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model UIC774H1SP403aTempOnly Units N m kg s C Figure 107 Envelope Of Axial Force In Rails Due To Rail Loading Manual combination of the peaks would give a peak compressive rail stress of 190 57 N mm ignoring locations of the peaks and combination of the results in LUSAS gives 190 56 N mm 91 Rail Track Analysis User Manual LUSAS Modeller 14 0 B6 DAUsersGeoffiDocumentationXP403a Increased Spans Rail Expansion Joints and Beam Piers for Rab rece pts2086 p Scale 1 3 5441E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Combination Temp And Rail Envelope Entity Stress Diagram Component Fx MAX 0 1369E 07 at El GP 345 1 MIN 0 2923E 07 at EIt GP 48171 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model UIC7T74H1SP403aTempOnly Units N m kg s C Figure 108 Axial Force In Rails Due To Combined Temperature And Rail Loading Comparison of these results with the UIC774 3 code of practice test results shows that the result compares well with the 188 23 N mm compressive rail stress from the complex analysis in the test case LUSAS Nonlinear Analysis The UIC774 3 H1 3 test case has been reanalysed using the LUSAS rail option and gives the following peak compressive rail stress for the thermal
45. ate 12 11 2010 Model Units N m kg s C 8 A1 ncrement 1 4 10 n Disp X mJ 12 Disp Y m 4 151E 05 13 Rot RZ rad 016 2 4 747E 06 14 Fx NJ 10000 004 602 1200 o 5011487 1478 2556 15 Fz N 80143 949 1369 273 251 80725 682 1587 3174 16 My Nm 417037 4 984 1964 i25 _ 252648 71 1478 2956 17 18 19 Longitudinal Displacement of Deck 20 0012 Minimum Vertical Displacement of Deck 46 0 00003 47 44 gt mM Tracki Track2 Decks Envelope Track 1 Envelope Track 2 Envelope Decks Raibed Check Deck Figure 46 Deck Worksheet Summary and Longitudinal Displacement Graph for Results of Analysis 1 of 4 42 Rail Track Analysis Menu Options Al vO f Job Title F 8 c SS TT LT SY ST J K L a o 44 45 Vertical Displacement of Deck 46 0 00003 0 0004 49 0 00002 0 0002 0 90001 Per 0 0002 RH Abutment m 60 0 00002 0 0006 0 00003 0 0006 00004 Ss 7 4 15099 05 68 0 00005 0 0008 71 Rotational Displacement of Deck 72 0 000005 0 0001 4 89453E 06 76 0 000004 0 000002 gr rad o Pier 1 Pier 2 Pier 3 ler 4 PierS Pier 6 Pie Pier 8S Pier Pier 11 Pier 12 rad th Abutment oe uv butment 0 00005 R Abutment 0000002 t 0 0001 30 0 000004 M Tacki Track2 Decks Envelope Track 1 Envelope Track 2 Envelope Decks Raibed Check Dec
46. ature loading of the bridge deck cannot be classified by the single temperature change available in the Microsoft Excel spreadsheet If only the temperature model is built additional temperature loading attributes can be defined and assigned to the temperature loadcase prior to the rail load application Solving only the temperature effects will also allow the support conditions to be modified for pier foundations that require rotational stiffness rather than rigidity see the discussion of Structure Definition section of the Microsoft Excel spreadsheet or the addition of varying sections to the decks and spans of the structure Note Care should be taken to avoid making major changes to the layout of the model and the loadcases otherwise the application of the rail loading may fail Q Wait for solution If the option to wait for the solution is selected then all of the analyses will be run from Modeller and nothing can be carried out in the current 33 Rail Track Analysis User Manual Modeller window until the solution has finished For relatively small structures or analyses with a limited set of parametric trainset loading locations this is may be fine If a large number of parametric trainset loading locations are included in an analysis and or a large number of models are being built using the batch processing then waiting for the solution can take a considerable amount of time Under this situation the wait for solution option can be tur
47. ce infinite infinite Lift off springs 00E 06 infinite infinite Contact Stiff infinite infinite Loaded Bilinear Springs characteristic Lift off force infinite infinite Lift off springs JOE infinite infinite Rail Expansion Joints Units Distance m Initial gap mm 37 38 Position Initial Gap Position Initial Gap 3 Li i rT a sal et E oe AJ nn Sere cates cs len Sey 42 M M Geometric Properties Material Properties Interaction and Expansion Joint Load W c qu Ce Figure 28 Interaction Properties Between the Track Bridge and Expansion Joint Definition The main bilinear interaction effects for the track bridge interaction are defined in this worksheet along with additional properties associated with the rail track These include the eccentricity between the rail slab see Figure 11 and the Geometric Properties section and the presence of any rail expansion joints Eccentricity Between Rail Slab The eccentricity between the rail slab is used to define the distance between the nodal line of the rail track and the top of the bridge slab deck as indicated in Figure 11 In general all eccentricities will be positive in the modelling unless the neutral axis of the structure section is above the level of the rails This only happens for certain types of structures and the definitions of eccentricity should generally follo
48. ck The data input takes the form of a unique positive ID number that is placed in column B the positions and initial gaps The expansion joint data will be read from the spreadsheet until a blank ID entry is detected For each unique ID number an expansion joint can be defined for either track by entering the position in metres from the start of the left hand embankment and initial gap in millimetres 25 Rail Track Analysis User Manual Seale Interaction Joint Properties Between Rail Slab l JB m LL LN X c A A Interaction Joint Properties Between Rail Slab Units Bilinear springs characteristic kN mm m Eccentricity between rail slab m Eccentricity Between Rail Slab ve Sense Location Of Support Conditions Depth Of Section Eccentricity between rail slab Item Longitudinal Transverse Vertical infinite infinite Unloaded Bilinear Springs characteristic i infinite infinite infinite infinite infinite infinite Loaded Bilinear Springs characteristic i infinite infinite i i infinite infinite Rail Expansion Joints Units Distance m Initial gap mm Figure 30 Sample Expansion Joint Definitions 26 The Rail Track Analysis Spreadsheet Worksheet 6 Thermal and Train Loading d fe Loading Loading For Slab J TIENDE Sea Te i DDAWN aaa mO E E E E HA i 9 i Starting Finishing i Tr
49. d Thermal And Train Loads In Track 2 Inspection of the two plots shows that there is a reduction in the axial force rail stresses over the first two span transition piers towards the left end of the structure for track 1 only subjected to the braking train The following figures show zoomed plots of the rail axial force for this location with the thermal diagram showing identical values either side of these piers for all of the spans in the model The reason for the reduction in the axial force becomes clear from the axial force diagram for the train braking load alone Figure 71 where the axial force has a positive peak over the span transition piers which is not symmetrical Looking at the transition from the first span to the second 24 pier from left abutment the axial force in the rail over the end of the first span is equal to a tension force of 362 4 kN while the axial force over the start of the second span is equal to a tension force of 344 7 kN Like for like comparison of the elements a certain distance from the pier for each span shows that the second span is consistently lower and this difference has caused the non symmetric nature of the combined axial force rail stress diagram over the span transition piers 62 Combination of Separate Thermal and Rail Loading LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rail rec amp gptsgDG p Scale 1 4 75114E3 Zoom 56
50. dditional UIC774 3 summary tables output by the post processor are dependent upon the configuration of the model the number of tracks and the number of decks in the structure but will include some or all of the following tables LI Longitudinal Relative Displacement of Railbed Relative Displacement between Rails and Deck L Longitudinal Relative Displacement between Ends of Decks Horizontal Loading Longitudinal Relative Displacement between Ends of Decks Vertical Loading Vertical Relative Displacement between Ends of Decks Longitudinal Reactions Axial Rail Stress DOLDLU Sample tables are shown in the following figures and these allow the quick determination of which analysis 1s causing the worst effects for each of the checks that need to be performed 45 Rail Track Analysis User Manual 2 a Job Tale UIC 774 2 Mode UICTM Hail fe aram Train Position 1 Mnalgsis Filename LICTIMHvassi fe aam Posi gt UIC 74Hwashi P aam Post Model Direetorg C 4Piopcc JAN Tack Suoraan action Analgsis Date 1VC 2000 112 200 Model Units Nmigs C ieu a UCT MHvase i earam Postmas UCT MHvase Te aam Posms 2 UCT Hash Param Pos2 mgs 3 UICT Hvar TP aam Pos mgs 4 IC TTA Hac TP aram Post mgs 5 UCTTA Haste aram Post mgs B UICTTAHvarSuO P wam Post mgs TUCTA Param Pos mgs B UICTTAHvarIO Te aam Posi mgs 8 UICTTAHvarIW Param Poss mas I UCTT Haste aram PosY mas NUICT Hvar earam Postings PIMCTMHvas Param Por Lms BIUCTM
51. e mr Rar Er paneer Er RPO RR RRO ET EP ROE RT RO RPE ET EPR See eee RR ARR SSEGR AR RRR ESEERAIL ER SSS RESTS Ups an c4 nb ond cb KN om cd ci Khe rer SS a D d ror BAKA HRAH KKH Bee en n nw en SCRARAARHAAASAAARHAAASARRRRRRRRRRRAKRKRRARRRRR ARF C A ICE ICI uuu w w ata aes tad ted ee th tat ww uou gt gt n a2 322 22 ff 32 ff BM TELEEEEEELLELEEEEEEEEEEELLEETEEEHLEEEEELITE i wee m em ww wo anon in 00m 08 0S9 08 08 m m e ww C TIPPLT TESST TEST TES ToU TTTTUTTTT TT T TT ah I FEBREBRBBRBEHBPRPRPRRHRSPBPRRRBRMERHRPMPHPPPmmSPPIPIPARPIBIBIE SEMAKAN AAA pa an at m r E g CEEEEEEELEEELEEEEEEEELELESHELEEELEEEEEEEEELEEE ii pE ee eee SECT 7 NN ni ni ed eh AE SEY IE ej ej ni ni ni o onini 6d ey m m ooi AA BEEE B ddr A Ao 1 Cs H 1 i 5 5 S 5 i M i i i i 5 d 3 i bab z I ARE TT amp E 3 2 8 n m a e a 4 5 B Z i 3 3 a2 5 5 8 8 E 8 8 a 5 G g 3 35 2a 5 5 a s j ankaa EID CSR NARHA LP EEEE EEEE EEEE EEEE EEE CRAAARHAAASAAAAHAAASARRARRRARRRRARKRRRRRRRA R RS Ji RERRGRSIE SERRA SSITSERR ESSE RR SSUR SRR I TEES Se Qo WD on om 0 r ant Se an oan XO XD Fo FS qo QN or oH KH RH HR BH BANNAN m m vow ou n egi d be a d e a ba fa aa a Ua ud d d Rd f ab d ba a i a ab d aoa d ba RR JIZ sevens 3523131 ftTt1tT14242222222244222221220 932 TT 2 7 srsainsiinirnerrrrii d i cooooooooo0o0oo0oo
52. e rail loading while the unloaded lengths of track use the unloaded resistance bilinear curve The results from the rail loading analyses are presented in the following two figures the first being the track that has the braking train loading and the second being the track that has the accelerating train loading 59 Rail Track Analysis User Manual LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for R ail rec amp gtse 4 Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Diagram Component Fx MAX 0 3624E 06 at EIt GP 75171 MIN 0 7505E 06 at EIt GP 1594 1 Title UIC 774 3 Model HwashilRailOnly Units N m kg s C Figure 66 Axial Force In Rails Due To Braking Train Loads On Track 1 LUSAS Modeller 14 0 B6 D XUsersvGeoffiDocumentationXP4dO3a Increased Spans Rail Expansion Joints and Beam Piers for Rah reca pte DG 3 calez1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Diagram Component Fx MAX 0 3573E 06 at El GP 6041 MIN 0 8834E 06 at Elt GP 1595 4 Title UIC 774 3 Model HwashilRailOnly Units N m kg s C Figure 67 Axial Force In Rails Due To AcceleratingTrain Loads On Track 2 60 Combination of Separate Thermal and Rail Loading From these
53. e the varying sections of the deck must be defined externally in separate models using either the Precast Beam Section Generator the Box Section Property Calculator or the Arbitrary Section Property Calculator and the sections added to either a local library or the server library This will make these sections available to other models Note The Depth of Section must be correctly set in the Geometric Properties worksheet for each of the deck support locations to ensure that the behaviour of the decks is correct All other entries will be determined from the varying section lt 2 x 25m gt lt 3 x 25m gt A 2 84m Y Figure 14 Example Varying Section Structure If the structure in Figure 14 was required the main track structure interaction model could be set up using a Microsoft Excel Spreadsheet with the Structure Definition and Geometric Properties indicated in Figure 15 and Figure 16 This would define the base model indicated in Figure 17 14 The Rail Track Analysis Spreadsheet PAL A Structure Definition O S Rr m A TS Se EA ERN RUNE ER ERE RR CUR RUNE UE URN RR RN T Structure Definition Units Pier Height m Bearing springs on top of each pier kN mm Span Length m B Figure 15 Structure Definition for Sample Varying Section Structure A Geometric Properties p a LL Le C a Geom
54. e user interface discussions Bearing springs on top of each pier Defines the longitudinal stiffness of the bearings between the top of the support and the deck The longitudinal stiffness for the bearing should be entered as either free F restrained R or a positive stiffness in kN mm For the equivalent spring approach where the stiffness of the support due to elastic deformation rotation of the foundation and horizontal movement of the foundation are lumped with the bearing behaviour this input should include all of the stiffness contributions and the Spring support for each abutment pier should be set to R If the bearing behaviour 1s separated from the behaviour of the support the input should match the requirements for the bearing alone When the piers are physically modelled in the model by setting their height and properties the longitudinal stiffness of the bearing alone should be input since the behaviour of the pier will be incorporated by the extra beam elements representing the pier in the model Span Length Defines the span length between support locations for a deck Up to nine spans can be defined for each deck In the example illustrated in Figure 6 the first two decks have two 25m spans each and the third deck has three 25m spans The Rail Track Analysis Spreadsheet Geometric Assignment Defines the geometric properties that are assigned to the spans of the decks The integer ID must match one of the g
55. ection edited The Offset Rz would be set to the required value of 17 Rail Track Analysis User Manual 1 42m to obtain the required eccentricity of the neutral axis of the section from the nodal line of the track rail which would have been entered into the Geometric Properties worksheet At this stage the Multiple Varying Section dialog will just have the starting section as illustrated in Figure 21 Multiple Varying Section Usage Distance interpretation 3D Thick Beam s Scaled to fit each line individually Specify shape interpolation Along reference path Path Deck 1 Span 1 S Alianment Align all sections to section 1 Interpolation of properties Enhanced Name Deck 1 Span 1 Figure 21 Definition of Multiple Varying Section for Deck 1 Span 1 1 of 2 The other sections defining the span also need to be added to the varying section definition and these are input as follows with the Vertical alignment set to Centre to centre and the Horizontal alignment set to Right to right 2 2 2 84mDepth_Section2 Smoothed Table 1 Section Interpolation for Deck 1 Span 1 18 The Rail Track Analysis Spreadsheet Multiple Varying Section Usage Distance interpretation 3D Thick Beam v Sealed to fit each line individually Specify shape interpolation Along reference path Path Deck 1 Span 1 C Symmetric section Section Shape interpolation Distance Start i Smo
56. ed by modifying the Structure Definition worksheet as outlined in the following section Number of Tracks Defines the number of railway tracks that pass along the structure and embankments The number of tracks can be set as either one or two For two tracks one track should take the braking load of a trainset and the other the acceleration load of a separate trainset in accordance with the UIC77 3 Code of Practice Clause 1 4 3 Each track consists of two rails which act together see the Geometric Properties section Left and Right Embankment Length Defines the lengths of the left and right embankments in the model illustrated in the figure below These lengths should be sufficiently long to allow the trainset loading to be placed in the model and according to the UIC774 3 Code of Practice should be greater than 100m Clause 1 7 3 Rail Track Analysis User Manual Left Embankment Right Embankment Figure 5 Left and Right Embankments in Model Worksheet 2 Structure Definition fe Structure Definition II Structure Definition Bearing Pier Geo Pier Mat springs Span Geo Mat Assign i nn d on top of Length Assign Assign i t each pier i i rts for the slab Figure 6 Structure Definition The Structure Definition worksheet allows the geometry of the bridge to be input deck by deck For each deck the worksheet allows the definition of the length
57. ed length The loaded length is automatically calculated from the parametric starting and end position for the loading and provides a check that these values have been entered correctly Negative or zero loaded lengths are not permitted in the modelling Figure 33 illustrates some trainset loading configurations and their input into the worksheet Examples d and e in this figure are equivalent and both definition methods are equally valid in the worksheet 29 Rail Track Analysis User Manual 20 kN m a A Block A Start 0 End 300 Amount 20 j 300 30 kNm 20 kN m A 10 kN m i Block A Start 0 End 50 Amount 30 b B C Block B Start 50 End 100 Amount 10 Block C Start 100 End 300 Amount 20 0 50 100 300 157 kNm 80 kN m 80 kN m R Block A Start 0 End 27 Amount 80 c A C Block B Start 27 End 33 Amount 157 Block C Start 33 End 300 Amount 80 80 kN m 30 kN m d A B Block A Start 0 End 33 Amount 30 Block B Start 267 End 300 Amount 30 33 267 300 30 kNm 30 kN m Block A Start 0 End 33 Amount 30 e n 0 kN m C BlockB Start 33 End 267 Amount 0 B Block C Start 267 End 300 Amount 30 33 267 300 Figure 33 Sample Trainset Loading Position Definitions Starting location of loading for first analysis Defines the
58. elope Decks Raibed Check Deci Figure 42 Track Worksheet Summary and Railbed Graph for Temperature and Trainset Results of Analysis Increment 2 1 of 3 Al G fa Job Title Eos DC DD o D 0G OH D OD OK DL OM DN 00 p 48 Axial Stress in Rail Track 1 2 LH Abutment RH Abutment 68 61 7866075 74 Axial Stress in Rail Tracks 75 76 Track 1 7 Track 2 39 39790279 LH Abutment Figure 43 Track Worksheet Rail Stress Graphs for Temperature and Trainset Results of Analysis Increment 2 2 of 3 40 op Rail Stress IMPa FR N My Nm Fx N Railbed m RotRZ Rel Disp of Rail Track Analysis Menu Options Disp X m Disp Y m X m Y m Z m Im Pier t Results 212 3 33 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 33 3 33 3833 9 9 l D Empi SSEEEEESE GEESE FESS IERE eee ee eee EEE TEE IEEE eee SSR SS SETISSTLU TERRES SRASSSRER RRS SSS TTE j uiis daddididiadial AA n dd NNN KKK EE Ee HK BSR MIT l sepia tt ott of SELECTS ww uu ud ui ui ww ww w ww wi w w pos EAE EE EAE E E E EEEE E EEEE E EEE EE i Da ENARA NN ONNAN N M N AN AS p j 222942225222222222923332333232323323233222227 33333 li mm dnd n n d nin s qd IE v d d d e 6 e dini d nin nin e i gii e X d e in n Go PEIFIPIFIPIEIFIEIRIEIEIPIPIPIFIEIPIPIEIEIPIPIPIEIEIEIPIPIEIFIEIFIEIFIFIFIFIEIFIFIFIE 1 pean an an
59. eometric properties that is defined in the Geometric Properties worksheet Different properties can be assigned to each span of the deck Although the input only allows a single ID to be assigned to each span continuously varying properties can also be modelled see the section on Geometric Properties Material Assignment Defines the material properties that are assigned to the spans of the decks The integer ID must match one of the material properties that is defined in the Material Properties worksheet If physical modelling of the piers 1s to be included in the analysis then additional input is required for these piers The inputs to the worksheet are Pier Height Defines the height of the support pier for the current location in the deck If the pier height is blank the wizard assumes that the pier behaviour 1s represented solely by the spring supports and bearing springs Pier Geometric Assignment Defines the geometric properties that are assigned to the support pier for the current location in the deck The integer ID must match one of the geometric properties that is defined in the Geometric Properties worksheet Although the input only allows a single ID to be assigned to the support pier continuously varying properties can also be modelled see the section on Geometric Properties Pier Material Assignment Defines the material properties that are assigned to the support pier for the current location in the deck T
60. ermal And Rail Applied Concurrently T7 Rail Track Analysis User Manual LUSAS Mode lle r 14D B6 D Wee rs GeomDocume station da licreased Spans Rall pass bi Jolt aad Beam Peis Or Rall Scrpe TN Sol tion USA sy CTT Hwes HIP T3a mde 25 25 Scale 1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Tite UIC 774 3 Model UICTT HWS HIP ia Uit N megs C Figure 90 Track Rail 1 Yield Due To Braking Train Load On Track 1 LUSAS Combined Analysis 78 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loading Looking at the behaviour of the track interaction for the separate analysis we can plot the values of the force per metre length for the track subjected to the braking train loads Figure 91 and Figure 92 show the forces per metre length for the thermal loading and the train braking loading for the separate analyses Clearly near the right hand abutment the force per metre length under the thermal loading is equal to 40KN m and due to the train loading is equal to 60kN m Combination of these two results means that the track interaction has mobilised 100kN m in this region when it is actually only able to mobilise 60kN m based on the loaded track resistance bilinear curve the separate analysis method is giving an apparent increase in the loaded track resistance that can be mobil
61. etric Properties Units m Eccentricity Of Section ve Sense Nodal Line Of TracWRail jejejej 2 e b N Depth Of Section Depth of section to Asy Description support i l BRE f eo o N s f j gt M Geometric Properties Material Pro Figure 16 Geometric Properties for Sample Varying Section Structure 15 Rail Track Analysis User Manual Y Figure 17 Base Model for Sample Varying Section Structure In order to define the smooth variation for a single span of the decks the minimum number of sections for interpolation is five For the 2 84m deep deck spans these sections are illustrated in the figure below and are calculated with the Arbitrary Section Property Calculator and added to the local library so they can be accessed from other models NOTE Only three actual sizes defined due to symmetry A similar procedure is followed for the 1 42m deep deck spans ZLUSAS Views 2 B4mbepth Section ma Window 1 E 25 2D 45 T LUSAS View 2 D4mDeplh Sectionz m t Window 1 E 25 iD 1s Dresses dais Sechon pope av Cakcutared hon gecrety doi much meet be deired in fe shane L Erose view ose onn n fu ceeriatce Cortxxd T ET xd Cortoced ye 12 Figure 18 Arbitrary Section Property Calculation for 2 84m Depth of Section Spans These sections can now be used to define Multiple Varying Section facility in Modeller Before definin
62. g A dedicated post processing dialog is provided that allows the automatic extraction of the results from the track bridge interaction analysis to a Microsoft Excel spreadsheet On start up if nothing is selected in Modeller the dialog will inspect the active model to ensure that there are results present and also detect whether the UIC774 3 groups defined during the model building process are present For this reason any manual editing of the model should be kept to a minimum and the Track 1 Track 2 and Decks groups should not be modified or renamed Q Filename The filename for the Microsoft Excel spreadsheet that will be created should be entered into this box The filename must not have any directory structure specified as the file will be placed in the directory selected below Q Working folder Save In If the spreadsheet is to be saved in a directory other than the current working directory then the User defined option can be selected and the required directory entered into the box or browsed for using the button Three methods of post processing are available from the dialog These are Q Post processing of automatically defined groups Q Post processing of selected track rail nodes LI Post processing of selected lines if groups are missing Note When large models and or large numbers of results files are being post processed then the time required for the post processing can become significant due to the amount
63. g LUSAS Mode lle r 140 86 D Ws re GeomDocume tation da licreased Spans Rall pass ie Jolt ard Beam Pers Or Rall Scripts TN Solfo LUSSSw C77 tHwar HIP aman ee 27 206 Scale 1 4 75114E3 Zoom 100 0 Eve 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Diagram Component Fx MAX 0 5665E 06 at EIU GP 1016 4 MIN 0 1420E 07 at EIt GP 1595 1 Tite UIC 774 3 Mode UICTT HWE bP Aa Uit N mpgs C Figure 80 Axial Force In Rails Due To Combined Thermal And Train Loads In Track 2 The analyses produced using this method can give a lower peak compressive stress in the rails than observed using the other approaches but agrees closely with the published test cases using rigorous methods in UIC774 3 as observed in the following sections for test El 3 and H1 3 Discussion The peak compressive stresses in track rail 2 which has the accelerating load and track rail 1 that is subjected to the braking train show differences in the peak compressive stress in the rails based on the position of the train loads used in the analysis As the loading and geometry of the models are identical the differences can only be associated with the track resistance modelling behaviour It has been noted previously in Section 0 above that the transition from unloaded resistance to loaded resistance 1s only incorporated into the LUSAS modelling so this track resistance is investigated by looking at t
64. g these multiple varying sections the reference paths along which the variation will take place must be defined Define a reference path for each of 16 The Rail Track Analysis Spreadsheet the spans as illustrated in Figure 19 for the first span of the first deck In this definition the X coordinates match the extent of the span and the Y coordinate has been set to 10 so it can be visualised easily Four additional reference paths should also be defined one for each of the other spans On completion the model will resemble the one in Figure 20 where each reference path has been offset in the Y direction for visualisation purposes Path Definition C Smoothing Transverse direction Perpendicular to path Value of distance at start of path Skew angle La oo m Local coordinate Name Path Deck 1 Span 1 Figure 19 Definition of Reference Path for Deck 1 Span 1 Figure 20 Reference Path for all Decks and Spans Offset for Visualisation Purposes The varying sections can now be defined using the Multiple Varying Section dialog For the definition of the varying section for the first span of the first deck the distance interpretation should be set to Along reference path and the path for the first span of the first deck selected Path Deck 1 Span 1 in this example see Figure 19 For the start of the varying section the 2 84m deep section should be selected from the user library and the s
65. h the UIC774 3 Code of Practice The key features are LI LUSAS finite element models are automatically built from general arrangement deck abutment pier properties expansion joints supports interaction effects and thermal and train loading data defined in a Microsoft Excel spreadsheet L Batch capabilities allow both multiple structures to be built and multiple rail load configurations to be analysed to investigate the interaction effects on different structures the results of which can be enveloped to determine worst effects L Rail and structure results are automatically extracted to Microsoft Excel for presentation and further processing The Rail Track Analysis Spreadsheet A Microsoft Excel spreadsheet is used to define the data from which a LUSAS finite element model is built and a track bridge interaction analysis carried out The spreadsheet is separated into a number of worksheets that relate to particular aspects of the Rail Track Analysis input requirements These worksheets cover Q Number of decks tracks and embankment lengths U Structure Definition L Geometric Properties Q Material Properties Q Interaction and Expansion Joint Properties Q Loading For each worksheet comments are included to advise on the appropriate input to the spreadsheet These can be seen when hovering the mouse cursor over the cell of interest The template for the input spreadsheet is located in the lt Lusas Installation Folder gt Progr
66. he analyses to be built and run but the Modeller application will be free for additional tasks Note Ifthe Wait for solution option is not selected then VBScript files with the same base name as the LUSAS model s will be created in the working directory to allow easy loading of the results To post process a particular model load the model without the results on top choose No when Modeller reports that a results file of the same name has been detected and then load the VBScript file named File gt Script gt Run Script menu item These files are also generated if the wait for solution option is selected but will only be required if batch model building is being used or a model and parametric results need to be reloaded at some time in the future W Caution You should not attempt to run another rail track analysis in the same l directory as the one where an existing analysis is being built or solved Attempting to do this will corrupt the current analysis that is being built or solved If sufficient rail track analysis licenses are available on the computer that is being used then additional rail track analyses can be performed so long as each analysis is performed in a different directory 36 SZ Rail Track Analysis Menu Options Extract Results To Microsoft Excel Dialog UIC7 74 3 Post Processor Filename Working folder O us t User defined Save in Cancel Help Figure 38 UIC774 3 Post Processor Dialo
67. he computer and must be terminated by ending the process in Windows Task Manager Two automatic post processing options are available if there are insufficient resources for Microsoft Excel to carry out the enveloping of the analyses The first option is to post process the results files in smaller groups to minimise the amount of memory that Microsoft Excel needs for holding the data The advantage of this first option is that it still allows the creation of the additional summary tables of derived quantities such as the relative railbed displacements The second option 1s to perform the enveloping in Modeller itself which is illustrated below The disadvantage of this method is the inability to envelope derived quantities such as the relative railbed displacements Calculation of the relative railbed displacement from enveloped values of the displacement of the structure and the track will result in the incorrect value The envelopes can be defined manually but for the number of results files that are generally used for the rail track analyses for analysing different trainset positions it is easier to define the envelopes using VBScript Figure 57 shows an example of a VBScript file that will automatically generate the equivalent envelopes for 101 separate results files loaded on top of the model If a different number of results files are to be considered then the line that reads numResFile 101 can be changed to the number required Alternatively if
68. he integer ID must match one of the material properties that 1s defined in the Material Properties worksheet Increasing the number of decks modelled If more than 100 decks are required the Microsoft Excel spreadsheet can be modified To do this scroll to the end of the Structure Definition worksheet and select the last complete deck definition as indicated on the figure below Rail Track Analysis User Manual A1093 Deck 100 EP 1 Structure Definition Units Pier Height m Bearing springs on top of each pier kN mm Span Length m Height Assign Assign ontop of Length Assign Assign j each pier 1104 1105 1106 1107 1108 1109 1110 1111 1112 1113 1114 4115 1116 B 1117 M 4 M No Decks Tracks and Embank Len Structure Definition Geometric Properties Matera W i Figure 8 Selection and Copying of Structure Definition Worksheet to Increase Number of Decks Copy and paste this section as many times as required at the end of the worksheet ensuring that the row formatting is not altered as indicated below If successful the deck number should be correctly calculated for the added entries The number of decks in the first worksheet of the spreadsheet can now be increased to the number of decks added to the structure definition 10 The Rail Track Analysis Spreadsheet A1104 fe Deck 101 al M N J 1 Ku Units Pier Height m Bearing spr
69. he yield under the effects of the rail loading Looking first at the second track rail that has the accelerating load the yielding occurring from the three analyses are shown in the following figures Comparing the yield layout for the LUSAS analysis Figure 84 and the concurrent thermal train loading analysis Figure 83 shows that the overall yield behaviour is almost identical hence the similarity in the peak compressive rail stresses obtained albeit with the LUSAS value slightly lower Looking now at the separate analysis the yield layout for both the LUSAS and concurrent thermal train loading analyses are comparable with the T1 Rail Track Analysis User Manual yield layout for thermal effects alone Figure 81 with very little yield associated with the accelerating rail load analysis Figure 82 This is primarily due to the accelerating train only just entering the bridge with the majority of the loads over the right approach embankment which are vertical not horizontal LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rabo Bpts2L6 p Scale 1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Figure 81 Track Rail 2 Yield Due To Thermal Load On Track Alone LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rdibre amp c am
70. ier for these first two spans LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Ra rec amp gptsy Dec p Scale 1 4 75114E3 Zoom 267 287 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Title UIC 7743 Model HwashilRailOnly Units N m kg s C Figure 72 Yield In Track Bridge Interaction Due To Train Braking Load On Track 1 64 Combination of Separate Thermal and Rail Loading Looking now at the second track where the accelerating train is at the right hand end of the structure the interaction remains unloaded and so the rail axial force stress observed it basically due to the bending of the bridge deck due to the action of the braking train load on the other track Because there is no direct loading to the track then the axial force in the rail displays a continuous variation over the span transition piers and therefore no reduction is observed in the combined diagram for this track LUSAS Modeller 14 0 B6 D Wsers GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rarec amp gptsvyDes p Scale 1 4 75114E3 Zoom 566 112 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 1 Entity Stress Diagram Component Fx 572E 06 at EI GP 604 1 ill 4E 06 at EIUGP 1595 1 Tithe UIC 7743 Model Hwashil
71. igure 36 UIC774 3 Apply Rail Loads Dialog If the bridge model was built and solved with only the temperature loads Apply temperature and rail loads in same analysis turned off in model building dialog 34 Rail Track Analysis Menu Options then this model can subsequently be used for applying rail load configurations using this dialog The dialog should not be used for models that have been built with both the temperature and rail loading applied and will report an error if attempted Q Original model filename Ifa single rail load configuration is to be analysed the original model filename should be entered into the box Alternatively the Browse button can be used to locate the original model file containing only the temperature loading For batch processing the original model filename is ignored Q Rail load model filename If a single rail load configuration is to be analysed the new filename for the model incorporating the temperature and rail loads should be entered into the box This filename can contain the path name for the model location directory must exist but should generally only have the filename defined which will then be saved in the current working directory This filename can be the same as the original model filename but should generally be different to allow the temperature loading model to be reused for another rail load configuration For batch processing the new rail load model filename is ignored LJ Rail load
72. il Track Analysis User Manual Deck Results A separate worksheet is created for the deck in the model In this worksheet the displacement and forces moments in the deck are reported for all of the results files If only temperature results exist in a results file the post processing will only generate the output for these Increment 1 of the nonlinear analysis If trainset loading is also present in the analyses then for each results file the results for the temperature only Increment 1 of the nonlinear analysis and the combined temperature and trainset loading Increment 2 of the nonlinear analysis are output for each results file Figure 46 to Figure 49 show the tabulated and graph output generated for the deck for all of the loading conditions included in the analyses Figure 50 shows a zoomed out version of the worksheet showing the output for multiple results files In this figure the temperature only and combined results for more than two results files are illustrated with the analyses incrementing from left to right and for each the first column of results and graphs are for the temperature only case and the second column are for the combined case for each analysis Ail C f Job Title xl E c D F G H j K L M N 0 p E 3 Job ritie uic 774 3 Model UIC774HwashilP403bParamRa Train Position 1 2 3 Analysis Filename UiC774HwashilP403bParamRail Pos1 mys 4 Analysis Directory C Projects 12504 TrackStructureinteraction Analysis D
73. il Track Analysis User Manual Looking at what is effectively happening in these analyses Figure 85 the concurrent loading analysis uses the loaded resistance throughout the analysis and follows the loaded stiffness curve from the origin and potentially gives the location indicated on the plastic part of this curve as illustrated with a force in the interaction limited to the resistance of the loaded track For the separate analysis the thermal effects use the unloaded curve and the behaviour of this part of the analysis is limited by the resistance of the unloaded track Under these conditions the analysis may give a location indicated by the Thermal Alone point on the unloaded curve Separate consideration of the train loading effectively places the origin of the loaded bilinear curve at this Thermal Alone position and any loading could potentially give the location indicated by the Separate Train Load Added To Thermal position This could give an apparent increase in the resistance of the track and therefore increase rail stresses in the loaded track Separate Train Load Added To ddp oup MC i Concurrent thermal and train Apparent increase in loading loaded en tee of loaded track Loaded Stiffness rack Force gt Lim Thermal Alone Limit of resistance of UT track Strain Unloaded stiffness Thermal Figure 85 Illustration Of Behaviour Of Separate Analysis Vs Concurren
74. ing no apparent increase in the yield value Instantaneous change from unloaded to loaded track resistance correctly takes account of movement that has already occurred under thermal effects alone 96 References Referring back to Figure 85 and Figure 86 the key issue with the separate analysis approach is the ability for the track resistance to be overestimated by the combination of the two nonlinear analyses and potentially cause the rail stresses to be overestimated In the concurrent loading and LUSAS rail option analyses the limit of track resistance is correctly modelled as the value determined from the loaded bilinear curve and therefore this potentially leads to reduced rail stresses observed in the analyses As the initial movement under pure thermal loading in the concurrent analysis uses the loaded track resistance this will give different results to the LUSAS rail option analysis Referring back to the Hwashil Viaduct analyses the rail stresses observed for the three analysis types are Separate Analysis Concurrent LUSAS Nonlinear Of Thermal And Thermal And Thermal And Train Train Loading Train Loading Loading With Material Change 94 99 85 6 Track 1 Braking Track 2 Accelerating Table 2 Comparison Of Peak Compressive Rail Stresses in N mm For Different Analysis Methods Comparison of the results for the separate and LUSAS analyses shows that the peak compressive stress for the separate analysis
75. ings on top of each pier kN mm Span Length m No Decks Tracks and Embank Len Structure Definition Geometric Properties ateria be ee 1 Figure 9 Pasting of Additional Decks to Ensure Formatting Maintained Worksheet 3 Geometric Properties A v fe Geometric Properties _ l C D E E G H J K Geometric Properties Units m a Eccentricity Of Section ve Sense sae Sets eevee ey M Geometric Properties Material Properties Interaction and Expansion Joint Loading 4 i Figure 10 Geometric Properties Table for Structure The geometric properties worksheet should list all of the section properties required for the modelling of the structure and the unique ID numbers must include all of the geometric properties that have been assigned in the Structure Definition worksheet 11 Rail Track Analysis User Manual The properties should be entered in metres and are all standard LUSAS values except the Depth of Section to Support entry that is needed by the model building to ensure the support conditions occur at the correct elevation Element Orientations The orientations of the sectional properties should obey the element local axes indicated in the following figure where the double headed arrow indicates the element local x axis the single headed arrow indicates the element local y axis and the line without an arrowhead indicates the element loca
76. ised before plastic yielding occurs This apparent increase in the loaded track resistance has the consequence of allowing the rail stresses to increase beyond the value that would occur if the true loaded track resistance was used as in the LUSAS modelling where the track resistance 1s correctly limited to the loaded value of 60kN m Figure 93 NOTE This difference in the amount of track resistance that can be mobilised in the loaded condition 1s the main reason for the differences in the solutions obtained for the separate and LUSAS methods and demonstrates that the correct modelling of the interaction is critical to the solution e w e eo ARABS TS IS IS 8 FS BEE NIS z Figure 91 Force In Interaction At Right Hand End Of Structure Where Peak Compressive Stresses Occur In The Rail Track 1 Separate Thermal Loading N m length 79 Rail Track Analysis User Manual eagaca eas6e 685 On Ot go 08 30 of eso ou gello og 37808 Zt EILZSL rey Force In Interaction At Right Hand End Of Structure Where Peak Figure 92 Compressive Stresses Occur In The Rail Track 1 Separate Train Loading N m length e3ras0 og Force In Interaction At Right Hand End Of Structure Where Peak Figure 93 Compressive Stresses Occur In THe Rail Track 1 LUSAS Nonlinear N m length 80 Revisit of UIC774 3 Test E1 3 Using the Separate and LUSAS Methods of Analysis Revisit of UI
77. itive values and temperature drops are entered as negative values Trainset Loading to Rails of Tracks The trainset loading is defined in terms of the type track to load position and magnitude The loading allows for multiple trainset loading positions to be defined in a single spreadsheet and all of these positions to be analysed on one go by the wizard AII of the trainset loading must fit within the length of the tracks of the model with the left hand end of the left embankment at a position of 0 0m and the right hand end of the 27 Rail Track Analysis User Manual right embankment at a position equal to the total length of the model reported in the Number of Decks Tracks And Embankment Lengths worksheet As many rail train loads as required can be defined in the spreadsheet with data input terminating when blank data is detected in the loading type column This allows more complex loading patterns to be defined such as the accelerating trainset loading illustrated in Figure 32 To extend the bottom of the table extra rows can be inserted making sure to copy the formulae in columns G and J or the last rows copied and pasted as many times as required fe Loading Loading 2 For Slab cel EEPOS 1 or Sla z j 5 Temp JEN 0 0 0 0 0 0 0 00 1 6 L i Hou I NN 7 EN 0 0 B 8 We I wa el B Starting Finishing i Pa Paramet
78. k BL i Figure 47 Deck Worksheet Verical and Rotational Displacement Graphs for Results of Analysis 2 of 4 Al a f Job Title x Im B Dans ln El G H J K L a a T i 96 97 Axial Force in Deck Pier RH Abutme i tH Abu 1000009 1000000 z 1500000 2000000 2000000 116 2500000 2501148 682 2500000 120 3000000 3000000 123 Shear Force in Deck 124 100000 1500000 12755 1000000 Pier 6 Pier RH Abutment Abutment oU eS be o 3 o tH Abutment 500000 8 60000 L 1000000 M mM Tracki Track2 Decks Envelope Track 1 Envelope Track 2 Envelope Decks Raibed Check Deck BL i Figure 48 Deck Worksheet Axial and Shear Force Graphs for Results of Analysis 3 of 4 43 Rail Track Analysis User Manual Al ro Job Title 4 8 c LS mele m mmm mm mmm a TS vy OT van p 149 Bending Moment in Deck al 417037 3969 Pier 6000000 175 1204 LH Abutment 0 0 0 0 0 0053352 6 926E 08 2 644E 06 40000 004 176 1206 1 1 0 0 0 0051353 2 568E 06 2 631E 06 40000 004 177 605 1206 1 1 0 0 0 0051353 2 568E 06 2 631E 06 120000 01 63902 194 178 605 1212 2 2 0 0 0 0049357 5 178E 06 2 591t 06 120000 01 63902 194 179 608 1212 2 2 o 0 0 0049357 5 178E 06 2 591E 06 200000 02 63973 2566 180 608 1218 3 3 0 O 0 0047363 7 735E 06 2 524E 06 200000 02 63973 266
79. l Bridgel RailConfig4 xls Bridge2 mdl Bridge2 RailConfigl mdl Bridge2 RailConfigl xls Bridge2 mdl Bridge2 RailConfig2 mdl Bridge2 RailConfig2 xls Bridge3 mdl Bridge3 RailConfigl mdl Bridge3 RailConfigl xls Figure 37 Sample Rail Loading Batch Text File 35 Rail Track Analysis User Manual In the above example three different bridge deck temperature models have been selected and four rail load configurations analysed for the first two rail load configurations for the second and one rail load configuration for the third The number of entries in the batch text file is unlimited and batch processing will terminate once the end of the file is reached If any analysis fails due to missing or invalid files an error will be reported to the UIC774 3 RailLoads log file in the current working directory Q Wait for solution If the option to wait for the solution is selected then all of the analyses will be run from Modeller and nothing can be carried out in the current Modeller window until the solution has finished For relatively small structures or analyses with a limited set of parametric trainset loading locations this is may be fine If a large number of parametric trainset loading locations are included in an analysis and or a large number of models are being built using the batch processing then waiting for the solution can take a considerable amount of time Under this situation the wait for solution option can be turned off which will cause t
80. l axis of the rail will be offset from this nodal line based on the positive sense described For this reason the eccentricity of the rail should generally be set to zero for all cases Notes The number of entries can be increased by adding data to the bottom of the table Data input will terminate on the first blank ID number in column B The depth of section should not be defined for geometric properties assigned to piers The eccentricity between the rail slab indicated in the figure is defined later in the interaction worksheet and should not be defined as a geometric property Eccentricity Of Section Eccentricity Between Rail Slab ve Sense ve Sense Nodal Line Of Track Rail Neutral Axis Of Section MN Location Of Support Conditions Depth Of Section Figure 13 Eccentricity Definition for Geometric Properties and Depth of Section Varying Section Geometric Properties Although the Microsoft Excel spreadsheet does not allow the input of geometric properties with varying sections it 1s possible to analyse structures with varying sections by modifying the temperature loading only model after it has been built by the wizard before subsequently using the Apply Rail Loads dialog to include the trainset 13 Rail Track Analysis User Manual loading To do this the model should be defined in the spreadsheet with an initial set of deck geometric properties All sections that will be used to defin
81. l z axis For both the spans and the piers the element local y axis is orientated into the lateral direction for the bridge with the local z axis orientated vertically for the spans and in the longitudinal direction for the piers Span Element P Local Axes di Ke v Lo 1 Pier Element Local Axes je Figure 11 Beam Element Local Axes for Deck and Pier Modelling For defining the geometric properties of the decks and rails the section axes are illustrated in Figure 12 Figure 12 Section Axes for Deck and Rail Definitions 12 The Rail Track Analysis Spreadsheet When two tracks are modelled the two rails of a track are assumed to behave together and the section properties should therefore take account of both rails When analysing a single track structure it is possible to approximate the behaviour of individual rails by choosing to model two tracks and only defining the section properties for a single rail in the Geometric Properties worksheet Caution should be used when considering modelling of this type as the analysis will ignore any connectivity between the two rails that may be provided by the sleeper arrangement Eccentricity All eccentricity in the modelling is defined relative to the nodal line of the track rail and therefore a positive eccentricity will place a section below this line as indicated in the following figure If an eccentricity is entered for the geometric property of the rail then the neutra
82. lP403bParamRail Pos1 UIC774HwashilP403bParamRail_Pos5 5 Model Directory C Projects J12504 TrackStructurelnteraction 6 Analysis Date 11 12 2010 gt 11 12 2010 T Model Units N m kg s C 8 9 Track 1 Track 2 Distance from Left Distance from Left Distance from Left Distance from Left Axial Stress of Rail for Results Filename Loading Type nae in Loading Type Hee EM id le Track 1 Node 1396 the Starting the Finishing Position the Starting Position the Finishing Position MPa 10 of the Loading m of the Loading m of the Loading m of the Loading m 11 1 UIC774HwashiIP403bParamRail Posi mys Temperature Only Temperature Only 15 45927412 12 1 UIC774HwashiIP403bParamRail Posi mys Braking 0 300 Accelerating 270 14 97434693 13 2 UIC774HwashilP403bParamRail Pos2 mys Braking 81 25 381 25 Accelerating 351 25 16 1814043 14 3 UIC774HwashilP403bParamRail Pos3 mys Braking 162 5 462 5 Accelerating 432 5 E 16 53660784 15 4 UIC774HwashilP403bParamRail_Pos4 mys Braking 243 75 543 75 Accelerating 513 75 i 16 61410048 16 5 UIC774HwashilP403bParamRail Pos5 mys Braking 325 625 Accelerating 595 16 77846393 17 18 19 20 21 22 4 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 Mo gt M Rail Stress Trk 1 Node 1384 T Figure 62 Sample Output from an Individual Track Rail Node Note The stresses reported in the track rail node worksheets are
83. lasted track where uy 05mm k 40kN m Unloaded k 60kN m Loaded 24 The Rail Track Analysis Spreadsheet The contact stiffness is calculated directly from Contact Stiffness L3 Uo giving 80 kN mm m for the unloaded and 120 kN mm m for the loaded interaction contact stiffness values The transverse spring properties of the interaction should always be infinite as the analysis is two dimensional even though the elements are three dimensional but the vertical spring properties can be adjusted from this to include vertical deformation effects of the ballast by building the temperature only model and editing the model before applying the trainset rail loads If this type of analysis is carried out care must be taken to ensure that the spring remains in the elastic regime This is achieved by setting a very high value for the lift off force 1 0E12 kN mm per metre length for example and ensuring that the lift off springs are set to the same stiffness value as the contact stiffness Note Ifa zero or small lift off force is used in the interaction characteristics the default settings for the nonlinear convergence scheme used in the solution may not result in a converged solution These convergence parameters my need to be adjusted and the model resolved if this occurs Defining Rail Expansion Joints If rail expansion joints are present in the bridge then the information for these can be entered into the worksheet for each tra
84. me model cannot be generated through the input spreadsheet The model can however be modified to include these different thermal loads if no rail loading is applied when the model is built and the resulting LUSAS model modified manually Care should be taken carrying this out and generally only additional temperature loading attributes should be defined and assigned to the model OU wv Centreline Centreline Centreline Track 1 Deck Track 2 lt Offs et Track 1 r lt Offs et Track 2 Centreline Abutment Pier Z Abutment Pier Offset T Offset Bearing 1 s Bearing 2 Offset j Bearing CL Centreline Bearings Figure 64 Offsets of Tracks Bearings Piers from Centreline Of Deck 55 Rail Track Analysis User Manual 56 Introduction Appendix A Verification Testing Introduction This appendix includes some background to the calculation of the UIC774 3 track bridge interaction analyses in LUSAS It explains why results from running a LUSAS nonlinear analysis that considers all thermal and train effects for the test cases in question in one analysis does not over predict the rail stresses occurring under the combined thermal and rail loading unlike results from simplified hand calculations or from results from other finite element analysis software systems where thermal and train effects are carried out by running separate nonlinear
85. nd EM 134 Figure 27 Material Properties Table for Structure The material properties worksheet should list all of the material properties required for the modelling of the structure and the unique ID numbers must include all of the material properties that have been assigned in the Structure Definition worksheet The elastic properties are all standard LUSAS values which should be entered in Newtons millimetres and kilograms The mass density p is not used in the analysis but is provided to allow the model to be solved with self weight loading and for it to be combined with the thermal train loading effects covered in these analyses Note The number of entries can be increased by adding data to the bottom of the table Data input will terminate on the first blank ID number in column B 22 The Rail Track Analysis Spreadsheet Worksheet 5 Interaction and Expansion Joint Properties Al 7c fe Interaction Joint Properties Between Rail Slab nnm B C D E F G H E Interaction Joint Properties Between Rail Slab Units Bilinear springs characteristic kN mm m Eccentricity between rail slab m Eccentricity Between Rail Slab ve Sense Nodal Line Of TracWRail Neutral Axis Of Section Depth Of Section Eccentricity between rail slab Item Transverse Vertical Contact Stiff infinite infinite Unloaded Bilinear Springs characteristic Lift off for
86. nducing relative movement between the track and the bridge and therefore an associated stress in the rail For this condition the unloaded resistance properties apply across the whole extent of the track As the train load arrives over a particular part of the bridge the initial relative movement of the track bridge from the thermal effects remains and therefore the application of the train load changes the resistance state from unloaded to loaded without the loss of this initial rail stress caused by the relative movement The train load causes increased slip of the interaction based on the loaded resistance with the end of the force displacement curve for the unloaded resistance used as the starting point for the loaded resistance If it was modelled the departure of the train load would change the resistance state back to unloaded 68 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loading Loaded Resistance Under Thermal And Train Load Force Unloaded Resistance During Thermal Load Force strain corresponding to applied thermal loading no train Strain Figure 77 Representation of Transition From Unloaded To Loaded In LUSAS The key is that the interaction resistance switches from unloaded to loaded the moment the rail load arrives thereby locking in any initial movement that has occurred under the thermal loading until that rail load departs The results f
87. ned off which will cause the analyses to be built and run but the Modeller application will be free for additional tasks Note Ifthe Wait for solution option is not selected then VBScript files with the same base name as the LUSAS model s will be created in the working directory to allow easy loading of the results To post process a particular model load the model without the results on top choose No when Modeller reports that a results file of the same name has been detected and then load the VBScript file named File gt Script gt Run Script menu item These files are also generated if the wait for solution option is selected but will only be required if batch model building is being used or a model and parametric results need to be reloaded at some time in the future 3S9 Caution You should not attempt to run another rail track analysis in the same directory as an existing analysis is being built or solved Attempting to do this will corrupt the current analysis that is being built or solved If sufficient rail track analysis licenses are available on the machine that is being used then additional rail track analyses can be performed so long as each analysis is performed in a different directory Apply Rail Loads Dialog UIC7 74 3 Rail Loads Original model filename HET Hail load model filename Hail load Microsoft Excel PO spreadsheet or batch text file Browse Wait for solution Cancel Help F
88. ngitudinal stiffness of the foundation at the base of the pier Note The pier properties for the last pier of one deck must exactly match the properties defined for the next deck or an error will be reported when the Microsoft Excel spreadsheet is used to carry out the analysis Note When the pier foundation system is modelled as a spring this spring can be calculated by combining the component movements associated with the pier as indicated below and described further in the UIC774 3 Code of Practice t 0 where total d displacement at top of support due to elastic deformation d displacement at top of support due to rotation of the foundation d displacement at top of support due to horizontal movement of the foundation dy relative displacement between the upper and lower parts of bearing Only included if bearings effects lumped into support conditions and the total spring stiffness 1s calculated from K E in kN mm total Rail Track Analysis User Manual 46h o H H H H H 4 4 0p 4 P mE WHI eee Figure 7 Component Behaviour for Calculating Support Stiffness Note If the piers are modelled in the analysis the rotation of the foundation is assumed to be zero in the analysis This can be adjusted by modifying the support conditions manually after a temperature only analysis has been performed se
89. nonlinear analyses The first considers only the thermal effects and uses the unloaded resistance bilinear curve for modelling the interaction between the track and bridge The results of this analysis are identical for the two tracks in the model and so only the results for the first track are presented in the following figure 58 Combination of Separate Thermal and Rail Loading LUSAS Modeller 14 0 B6 O UserntiGeattiPocumentationi P403a4 Increased Spans Rail Expansion Joints and Beam Piers for A arecigtevDs 3p Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadease 1 Increment 4 Results File Entity Stress Diagram Component Fx MAX OS599E 06 at Els P 10157 MIN O FOG5E 06 at EloF 158471 oo Title UIC 774 3 hodell HwashilTempOnly Units M m kg z C Figure 65 Axial Force In Rails Due To Thermal Effects Only These thermal effects give a peak compressive rail stress of 46 06 N mm F A 0 7065E 06 0 0153389 Having carried out the thermal analysis the rail loading will be considered in a separate analysis both horizontal and vertical loading for the worst conditions This rail load analysis 1s again a nonlinear analysis but it has no knowledge of the history from the thermal effects and therefore assumes a zero strain initial state prior to the application of the load In addition to this unstrained condition the loaded resistance bilinear curve is used underneath the locations of th
90. nonlinear analysis and the combined temperature and trainset loading Increment 2 of the nonlinear analysis are output for each results file Figure 42 to Figure 44 Figure 45 shows a zoomed out version of the worksheet showing the output for multiple results files In this figure the temperature only and combined results for two results files are illustrated with the analyses incrementing from left to right and for each the first column of results and graphs are for the temperature only case and the second column are for the combined case for each analysis A1 X fe job Title x 8 C D E F G H j K L M N E Job Title JUIC 774 3 Model UIC774HwashilP403bParamRad Train Position 1 3 Analysis Filename UIC774HwashilP403bParamRail Pos1 mys 4 Analysis Directory C Projects 12504 TrackStructureinteraction Analysis Date 12 11 2010 Model Units N m kg s C 8 A1 increment 1 2 5 Maximum ji Minimum 10 Value Element Node Dist m Value Element Node Dist m 11 Disp X m 0 0043461 2080 607 0 0017076 1894 413 12 Disp Y m 2 045 05 l 3104 611 4 151E 05 l 2964 588 13 Rot RZ rad 4 893 06 3018 97 4 745E 06 2904 578 14 Rel Disp of Railbed over Decks m 0 0072555 2723 550 D 0073809 3188 625 15 Rel Disp of Ralibed whole Track Im 0 0072555 2729 550 D 0073809 3188 625 16 Fx NJ 559944 05 1015 2028 435 i 706542 68 1594 3188 625 17 Fz NJ 434 13314 27
91. nt mesh should be specified in this box According to the UIC774 3 Code of Practice the maximum element size that is permitted in an analysis 1s 2 0m Clause 1 7 3 The dialog therefore allows element sizes of 0 lt Element Size lt 2 0m Note For large bridges and or embankments the use of small element sizes can generate excessively large models which take significant time to manipulate solve Use of element sizes below 1 0m should be used with caution LJ Apply temperature and rail loads in same analysis Two analysis types are available from the model building dialog These are e The solution of the combined temperature and rail loading effects option turned on e The solution of just the temperature effects option turned off If only a single rail loading configuration is going to be analysed for a particular model then this option should be switched on It on the other hand a range of rail loading configurations needs to be applied to a model for different train positions with varying braking accelerating loading configurations then this option should be turned off to allow the rail loads to be applied separately by the Apply Rail Loads dialog described below Building a model to solve only temperature effects also allows the model to be updated prior to applying the rail loading A situation where this may be needed is the case of a mixed bridge type for example one having concrete and steel sections where the temper
92. nt of the bridge train moving from left to right and these results enveloped The results of this 81 Rail Track Analysis User Manual analysis are presented in the following figure which give a peak compressive rail stress of 40 64 N mm LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rarec amp pgtsyDeG p Scale 1 3 39E3 Zoom 100 0 Eve 0 0 0 0 1 0 Nonlinear Analysis Enveloping on ALL Enveloping Rail Load Envelope_MIN Entity Stress Diagram Component Fx MAX 537 7 at El GP 62 4 MIN 0 56233E 06 at El GP 42371 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model UIC774E13P403aTemp Only Units N m kg s C Figure 95 Envelope Of Axial Force In Rails Due To Rail Loading Manual combination of the peaks would give a peak compressive rail stress of 190 85 N mm ignoring locations of the peaks and combination of the results in LUSAS gives 190 82 N mm 82 Revisit of UIC774 3 Test E1 3 Using the Separate and LUSAS Methods of Analysis LUSAS Modeller 14 0 B6 D AUsersGeoffiDocumentationXPdQ3a Increased Spans Rail Expansion Joints and Beam Piers for Rai rocaggtsy Deo Splut Scale 1 3 39E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Combination Temp And Rail Load Envelope Entity Stress Diagram Component Fx MAX 0 1473E 07 at EIt GP 327 41 MIN 0 2827E 07 at Elt GP 423 1 DIAGRAM Scale 1 0 5000E 01 Title UIC 7
93. ode Ihr 140 86 DAUse rs GeomDocume tation daa creased Spans Rall Bpars bo Jolt and Beam Pers tor Rall Scripts TN Solution TempardRallToge te nu CTT Hied OP AECPE an pac Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 6479E 06 at Elt GP 1501 4 MIN 0 1543E 07 at EI GP 1595 4 Titi UIC 774 3 Model UICTT 4 Hwas LIP da The mal Aad Rall Loads applied Corcarre rte Uit Nimes c Figure 76 Axial Force In Rails Due To Combined Thermal And Train Loads In Track 2 One Step 67 Rail Track Analysis User Manual Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loading The previous two analysis methods fail to take account of the train rail loading being applied to the rail when it has already undergone movement stresses due to thermal effects alone In this current form of analysis implemented into LUSAS the initial thermal effects are considered prior to the application of the train rail loading and the behaviour under this rail loading takes account of this history To illustrate the analysis consider the following When the train is not on the track the stresses in the rails are governed purely by the thermal effects For the Hwashil Viaduct the thermal effects due to the bridge only are considered and therefore the action of this causes the structure to move thus i
94. of data that is transferred between Modeller and Microsoft Excel During the post processing it will not be possible to perform any other tasks in Modeller Caution You should not have any other Microsoft Excel windows open while the post processing is carried out Starting Microsoft Excel or opening another Microsoft Excel spreadsheet while the post processing is running will break the connection 37 Rail Track Analysis User Manual between Modeller and Microsoft Excel resulting in an error and termination of the post processing Post processing of automatically defined groups If nothing is selected in the Modeller window and all of the UIC774 3 groups are present then separate worksheets are generated for the results in the tracks rails and decks If basic combinations or envelopes have been defined in the LUSAS model the results from these will also be output to the worksheets Rail Track Results A separate worksheet is created for each track in the model In this worksheet the displacement including railbed relative displacement forces moments and axial stresses in the track rails are reported for all of the results files If only temperature results exist in a results file the post processing will only generate the output for these Increment 1 of the nonlinear analysis Figure 39 to Figure 41 If trainset loading 1s also present in the analyses then for each results file the results for the temperature only Increment 1 of the
95. os39 mys a Accelerating Accelerating Accelerating Accalerating Accelerating Accelerating Accelerating Accel ting Accelerating Accelerating Accelerating Accelerating 512 5 Accelerating 518 75 Accelerating 525 Accalerating 531 25 Accelerating 37 5 Accelerating Reactions Ched Rai Stresses Ch 300564 7479 PierS 249132 1214 Pier 5 244356 7444 Pier 5 239190 3571 Pier 5 268737 21 Fier 1 306773 4235 331750 4529 350309 1621 570509 7232 382059 3107 395068 4011 395816 335 4450961 8214 527937 792 591662 3316 4549574 S055 707492 9053 763182 1599 786788 4103 04065 E251 818050 0161 313148 9975 330185 2722 324028 4205 325400 2104 530943 1403 Piar 3 939934 7836 Fier 3 47629 3349 Pior 3 558028 1303 Pier 5 4371401 5847 Pier 5 384850 6 Pier 5 1000565 797 Fier 5 IIT jecscSsZ22 T5ESBEUS suTPZETCSLSLSRAISLATt5tuu4gkspbESSESUS gUuTSNESEGOS ssa ROASA Pod Tithe LIC 114 3 Modu UOTI Pm WP Pores Tra Portion T salpets Pikasas LIOTE nauna Pori gt UCTILI H tO Porsa Posto Nodel Directory CiPoapatri P4 IT ck Semectancdtunction Aavipcic Date TI S 20M gt NOW Model Usite Nx uc LACT tera Panan Pez mer 2j ac TE tect Pure Pood mes 3 UC TTA POTPurm Pec mps juomana Pook mpc S UCT ted Pesage amp LAC TTA sc Panan Paoli mee T AC TH uc Paan Pas T age B LAC TM o cPOPat Poet ai Hcman m Pe epi 16 LACTHe ei
96. osso Model Directory C Propects 13412 TrackStructereinteraction Analysis Datei 11 12 2010 gt 11 12 2010 Model Unite Num sc UCT HwaaFil301Param Posi mys UtC774washil 01Param Posi emys UIC774Hwashil 101 Param _Pos2 mys WCTT hwashiltOi Param _Pos3 mys UtC774washil 01Param Pos mys ICT TSHwarhlt01Peram_PosS mys UtC774Hwashil 01Param Pos6 mys UIC7749washil IOL Param Pos7 mys UC T4 Hwasil 301 Param _Pos mys UWC77 SHwashilt01 mys UICT7SHwashil101Param_Posl0 mys LICIT Sitwaahel 301 Param Posli mys UtC7746washil101Param Pos12 ews UIC775Hwashil 101Param_Posl3 mys UICT7 amp Hwasil301Param Posl mys UtC774 washil 101Param Pos15 mys UIC774Hwastil IOL Param _Pos16 mys UtC774Hwashil 01Param Posi ays UIC774Hwashil 101Param Pos18 es UICT75Hwaseil 201 Param _Pos19 mys UCT SHwashil 01Param Pos20 mys WCT7 4Hwashl 101Param_Pos21 mys UIC F hwastii 301 Param Pos22 mys UCT 7 SHwashilt01Param_Pos23 ys VICT7SHwashil IOL Param_Pos24 mys UCT hwashil t01 Param Pos25 mys UtC774washil 301Pavam Pos26 mys UIC775Hwastil O1P eam Posz7 mys UtC774Hwaabil 101Param Pos28 mys UIC774Hwasil 201Param Pos29 ews ICT 7 SHwashil O1P ram Pos3O mys UNCT7 SHwashilt01 Param Pos31 mys UIC774 washil 01P2ram Pos32 mys UICTT 5H wasiil 201 Param _Pos33 mys UtC774washil 01Param Pos34 mys UIC774Hwashil 101Param_Pos35 mys UCT SHwashit301 Param _Pos36 mys UNC77 6Hwashilt01Param_Pos37 mys UICT7 Hwass 101 Param_Pos38 mys UCT T hwastii iOi Param _P
97. othed J Smoothed Smoothed Smoothed Alignment Align all sections to section 1 Vertical Centre to centre v Horizontal Right to right v Interpolation of properties Enhanced s 2 3 4 5 Section 1 1 Section 2 2 Section 3 3 Section 4 4 Section 5 5 Name Deck 1 Span 1 Figure 22 Definition of Multiple Varying Section for Deck 1 Span 1 2 of 2 This multiple varying section can now be assigned to all of the lines defining the first span of the first deck overwriting the original assignment from the wizard A similar multiple varying section can also be defined and assigned but using the appropriate reference path for the second span of the first deck The same procedure should also be followed for the 1 42m deep section using associated sections and a starting offset of 0 71m to obtain the required eccentricity of the neutral axis of the section from the nodal line of the track rail which would have been entered into the Geometric Properties worksheet On completion and assignment of the multiple varying section geometric attributes to the appropriate spans of the model the structure would look similar to the model in Figure 23 19 Rail Track Analysis User Manual Figure 23 Model after Assignment of Multiple Varying Sections Note The multiple varying section could be defined with just two reference paths one for each of the decks and the geometric attributes defined as indicated in Figure 2
98. p BtSVDG p S calez1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Y T ES Title UIC 774 3 Model HwashilRailOnly Units N m kg s C Figure 82 Track Rail 2 Yield Due To Accelerating Train Loads On Track 2 Separate Analysis 72 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loading LUS S Mode lle r 14 0 86 D Use re GeomDocime taton da Increased Spans Rall pansion Jolt aad Beam Pers tor Rall Scripte TN SolrtiorTempeadRallITogetke rJ IC77 Hie 89 ACD a pac Scale 1 4 75114E3 Zoom 267 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File O Entity Stress Tite UIC 774 3 Model UICTT Hwa HIP da The mal Aad Rall Loads applied Corcarre sty Uit N myg C Figure 83 Track Rail 2 Yield Due To Accelerating Train Loads On Track 2 Thermal And Rail Applied Concurrently LUSAS Mode lle r 140 86 DWsers GeotDocime tation 3a Increased Spans Rall Bpars loa Jolt aad Beam Pers or Rall Scrpe TN Soliton LUSesw 77 Hwa hP ia mdirie 29 206 Scale 1 4 75114E3 Zoom 207 297 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Tite UIC 774 3 Model UICTT Hwa bP da Unite Nm ka s c Figure 84 Track Rail 2 Yield Due To Accelerating Train Load On Track 2 LUSAS Combined Analysis 73 Ra
99. perature And Enveloped Rail Loading 93 Rail Track Analysis User Manual Discussion As with the previous E1 3 test case the difference in the results due to the track resistance modelling between the two methods is minimal Combining the results of two nonlinear analysis while invalid gives almost identical results to the LUSAS analysis which correctly represents the transition from unloaded to loaded resistance on arrival of the train load The train load position that gives the worst compressive stress in the rail does however differ slightly between the two analyses with the separate analysis giving a train front position of 100m from the left abutment of the bridge and the LUSAS combined analysis giving a train front position of 110m from the left abutment of the bridge Referring back to test E1 3 similar plots can be generated for the yield and forces in the interaction These as with the E1 3 test show that the train loading is not bringing the force per metre length in the interaction close the loaded yield resistance of 60 kN m and therefore the separate analysis and LUSAS analysis methods agree even though the separate method potentially allows more track resistance to be mobilised than is allowed when the thermal and rail results are combined Separate 27 8 kN m LUSAS 26 1 kN m Figure 111 Force Per Metre Length In Interaction From Thermal Loading Separate Analysis 94 Analysis EAP 1650 36565 1 G
100. results the peak compressive rail stresses for the two tracks are as follows Track 1 48 93 N mm Track 2 57 59 N mm A basic combination of the loading can be defined to add the results from the thermal and rail loading analyses together which gives the following track peak compressive stresses see following figures Track 1 94 99 N mm Track 2 103 66 N mm LUSAS Modeller 14 0 B6 D Wserns GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for RaibroecRPts20DN6 p Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Combined Thermal And Rail Entity Stress Diagram Component Fx MAX 0 5641E 06 at EIt GP 1015 1 MIN 0 1457 E 07 at EIU GP 1594 4 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model Hwashil Combined Thermal And Rail Units N m kg s C Figure 68 Axial Force In Rails Due To Combined Thermal And Train Loads In Track 1 61 Rail Track Analysis User Manual LUSAS Modeller 14 0 B6 D Users GeoffiDocumentation P403a4 Increased Spans Rail Expansion Joints and Beam Piers for Rarec gtsgDG Splut Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Combined Thermal And Rail Entity Stress Diagram Component Fx MAX 0 5661E 06 at EI GP 1016 1 MIN 0 1580E 07 at EIt GP 1595 4 DIAGRAM Scale 1 0 5000E 01 Title UIC 774 3 Model Hwashil Combined Thermal And Rail Units N m kg s C Figure 69 Axial Force In Rails Due To Combine
101. ric Amount location of location of t i Loadingtype Eos tend position per unit loading for loading for for loadings length ength for each analysis For Rails 157kN m Vertical waun B kN m Load 33m 30kN T Acceleration iL 31 Load 32 Mar Material Properties Interaction and Expansion Joint Loading 3 D Figure 32 More Complex Train Loading Definition in Spreadsheet The inputs to the worksheet are Number of track loading locations Defines the number of parametric locations for the placement of the trainset loading carried out in the analysis If only a single position of the trainset loading is to be considered then this should be set to 1 To analyse more than 1 location the number should be set to a positive integer Loading type Defines the loading type that will be assigned to the selected track The first character governs the loading type with valid options being Acceleration Braking and Vertical 28 The Rail Track Analysis Spreadsheet A more descriptive definition of the loading type may be entered if required as illustrated in Figure 32 so long as the first character is set to either A B or V Track selection to be loaded Defines the track that the loading will be assigned to and can be either 1 or 2 only if the structure is a two track structure For two tracks the UIC774 3 Code of Practice Clause 1 4 3 state
102. rom this form of analysis are shown in the following figures which give peak compressive rail stresses of Track 1 and 2 Thermal Only 46 06 N mm Track 1 Thermal and Train 79 08 N mm Track 2 Thermal and Train 92 58 N mm 69 Rail Track Analysis User Manual LUSAS Mode lle r 140 86 D Weer GeomDocume station ta licreared Spans Rall pars be Jolt aad Beam Pers tr Rall Script TN Soliton LUSeSwici theese bllP 4ITXa mdi ie Z 2006 Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File 0 Entity Stress Diagram Component Fx MAX 0 5599E 06 at Elt GP 1015 1 MIN O 7065E 06 at EIU GP 1594 4 Tite UIC 174 3 Model UICTT Hwes IP da Uit N mkg Figure 78 Axial Force In Rails Due To Thermal Only LUSAS Mode lle r 140 86 D We rs GeomDocume station da Increased Spans Rall pass be Jolt aad Beam Prs br Rall ScriptsXTN SoltonLUSSSWICTT amp Hwar HIP amok ie 27 205 Scale 1 4 75114E3 Zoom 100 0 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File 0 Entity Stress Diagram Component Fx MAX 0 5649E 06 at EIU GP 1015 1 MIN 0 1213E 07 at EIU GP 1594 4 Tite UIC 774 3 Mode I UICTT tHe HIP a Uit N mgA Figure 79 Axial Force In Rails Due To Combined Thermal And Train Loads In Track 1 70 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loadin
103. s that the accelerating and braking forces from trainsets should be applied to different tracks Parametric starting position for loadings Defines the start of the loading of the trainset For the trainset the starting position is the left most position of the load when considering the trainset alone 1 e independent of the structure The reference parametric position used for the combination of the trainset loading and the current position on the structure is at a value of zero so positions that are negative will place the defined loading to the left of the reference position defined using the entries in columns H and I and positions that are positive will place the loading to the right Parametric end position for loadings Defines the end of the loading of the trainset For the trainset the ending position is the right most position of the load when considering the trainset alone 1 e independent of the structure These are relative to the reference position as described for the parametric starting position above Amount per unit length Defines the magnitude of the trainset loading in units of kN per metre length For longitudinal loads such as acceleration and braking loads a positive value will cause the loading to act towards the right embankment a negative value will cause the loading to act towards the left embankment For vertical loads a positive value will cause the loading to act downwards onto the track and structure Load
104. selected lines since the distances may not be sequential if lines of the tracks rails or decks have been omitted from the selection as illustrated in Figure 63 where there is a jump between distances of 10 and 32 m Results are output for the temperature only Increment 1 and the combined temperature and trainset loading Increment 2 with additional results files tabulated from left to right in the worksheet If basic combinations or envelopes have been defined in the LUSAS model the results from these will also be output to the worksheet Al x fe Job Title B C D E F G H I J K L M N e Job Title IUiC 774 3 Model UIC774HwashilP403bParamRail Train Position 1 2 3 Analysis Filename UIC774HwashilP403bParamRail Posi mys 4 Analysis Directory C Projects J12504 TrackStructureinteraction 5 Analysis Date 12 11 2010 6 Model Units N m kg s C 7 8 1 Increment 1 2 Increment 2 Load Factor 1 00000 7 10 Element Dist m Element Dist m 11 Disp X m 325 0 0 Disp X m 12 Disp Y m 045E 311 4 151E 288 13 Rot RZ rad 25E 223 3 616E 282 14 Fx N 287 15 Fz N 16 My Nm 17 19 602 1204 0 0 0 0 0 0053352 6 9261E 08 2 644E 06 40000 004 64143 4859 4648 2606 20 602 1206 1 1 0 0 0 0051353 2 568E 06 2 631E 06 40000 004 64143 4859 4648 2606 21 605 1206 1 1 0 0 0 0051353 2 568E 06 2 631E 06 120000 01 63902 194 14065 427 22 605 1212 2 2 0 0 0 0049357
105. ses 58 Analysis of Combined Thermal and Rail Loading One Step 66 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail ko aging aei oi ai aeo eee es eae eee ee eee 68 DISCUSSION stevie 71 Revisit of UIC774 3 Test E1 3 Using the Separate and LUSAS Methods of Analysis 81 sensed sebenednooenssoonenwsssonessuandenwnad veeteanonesesesooessearonneserosesnseceds 81 LUSAS Nonlinear Analysis 83 IBI IM T 85 Revisit of UIC774 3 Test H1 3 Using the Separate and LUSAS Methods of Analysis 90 Separate tial V SCS isis asses EE E i 1 90 TAI SAS Nonlinear ATIS SIS or ueasatest 92 BIO EU E D DD DD 94 CODCIUSIOnS ees DIE MM MEE T EI EE 96 Separate Thermal and Rail Loading Analysis 96 Concurrent Thermal and Rail Loading Analysis 96 LUSAS Nonlinear Thermal and Rail Analysis with Material Change eese 96 Referentes m 97 Table Of Contents Introduction Rail Track Analysis Introduction The passage of one or more trains crossing a rail bridge causes forces and moments to occur in the rails that in turn induce displacements in the supporting bridge deck bearings and piers As part of the design process for rail bridges it 1s necessary to ensure that any interaction between the track and the bridge as a result of temperature and train loading is within specified design limits
106. should be located in the current working directory Alternatively the Browse button may be used to locate the spreadsheet If batch processing of multiple models is being performed then a batch text file listing the Microsoft Excel spreadsheets to use for defining the models should be entered into the box must have a txt file extension The batch text file can be entered explicitly into the dialog or located using the Browse button and selecting Batch text file txt as the file type The format of the batch text file is indicated below and simply contains a list of the Microsoft Excel files to build the models from with one file per line If no directory structure is defined for the files then the current working directory will be assumed to contain the files otherwise they may exist at any directory level on the computer system If a spreadsheet file cannot be found or contains invalid data it will be skipped in the batch processing and an error reported in the UIC774 3 BuildModel log file created in the current working directory Blank lines are ignored and batch processing will terminate at the end of the batch text file The number of analyses in the batch process is unlimited 32 Rail Track Analysis Menu Options Bridgel xls NSomeDirectoryMBridge2 xls D Project Spreadsheet Bridge3 xls Figure 35 Example Batch Text File With Three Bridges To Build Q Element Size The element size to use in the Finite Eleme
107. sing the Separate and LUSAS Methods of Analysis Apparent Loaded Yielg separate Analys IS a na nR uuo cepeosaeeec mupeueeee Separate Train Load Added To Thermal And LUSAS Analysis NC O Loaded Yield LUSAS Analysis 7 7 RUM met Ee O o o E O 2 i 5 Loaded Stiffness 8 S D o LA 2 Set AE E EN E EE E OE A OS EE AEEA pcm EAN EEE OE M E AE ie I ARE ee SoS c Y Lim Thermal Alone Limit of resistance of unloaded track Strain Unloaded stiffness Thermal Figure 105 Illustration Of Behvaiour For UIC774 3 Standard Test E1 3 For Separate And LUSAS Analyses 89 Rail Track Analysis User Manual Revisit of UIC774 3 Test H1 3 Using the Separate and LUSAS Methods of Analysis The previous test case E1 3 1s one of the key test cases that must be matched for computer programs carrying out this form of analysis with the results for both the separate method and the LUSAS method being in close agreement to the results required The deck type for this test is however a concrete slab underlain by I section steel beams which does not compare with the deck being used for Hwashil Viaduct For this reason the H1 3 test is also revisited and solved using the two methods of analysis Separate Analyses The analysis of the thermal effects due to the temperature in the bridge and rail are presented in the following figure These two
108. sis and the concurrent thermal and rail loading analysis the yielding Observed in the thermal alone for the separate analysis Figure 87 shows close similarity to the yielding observed when the thermal and train loading are applied concurrently Figure 89 minimal yielding is observed under the action of the train load alone in the separate analysis Figure 88 75 Rail Track Analysis User Manual Concentrating on the LUSAS analysis the front of the braking train load is just over the right end of the structure and the carriages cover most of the remaining bridge This has the effect unlike the accelerating track of changing nearly all of the resistance from unloaded to loaded for this track over the bridge and therefore the interaction 1s no longer under yield because the loaded resistance now governs plastic yield The LUSAS analysis however does not display the possible apparent increase in the resistance of the track that can be observed with the separate analysis method This means the track interaction around the front of the braking train resisting the movement of the rails cannot sustain the same level of loading and therefore yield to a larger extent than observed in the separate analysis thereby reducing the compressive stress in the rails underneath the train compare Figure 88 and Figure 90 where the yielding underneath the braking train 1s greater for the LUSAS analysis than in the separate rail load analysis LUSAS Modeller
109. starting location of the reference position of the parametric trainset loading on the track for the first analysis and should be defined from the left most end of the left hand embankment which is at a location of 0 0m The starting position should allow for the inclusion of any load that is to the left of this position on the track defined with a negative position in the parametric loading position or to the right of this position defined with a positive position in the parametric loading position For example if the parametric trainset loading has been defined from 150m to 150m representing a 300m long trainset centred on the reference position the minimum location for the loading would be 150m relative to the left most end of the left hand embankment Any value less than 150m would mean that it would be impossible to fit the whole of the trainset loading onto the track Similarly the maximum location for the loading would be TotalLengthTrack 150 m relative to the left most end of the left hand embankment Finishing location of loading for last analysis Defines the finishing location of the reference position of the parametric trainset loading on the track for the last analysis and should be defined from the left most end of the left hand embankment which 1s at a location of 0 0m The finishing position should allow for the inclusion of any load that is to the left of this position on the track defined with a negative position in the parame
110. t Thermal And Rail Loading 74 Analysis of Combined Thermal and Rail Loading Taking Account of Effects of Material Change Under Rail Loading Similar comparisons can be made between the separate analysis and the LUSAS analysis Figure 86 While both of these effectively use the Thermal Alone location as an origin for the loaded resistance curve the key difference between the two approaches is that the LUSAS analysis enforces the track resistance at which plasticity occurs instead of allowing the potential for an apparent increase in the track resistance equal up to the unloaded plus the loaded track resistance These differences have affected the peak compressive rail stresses in the track subjected to accelerating train loads with all three analyses predicting stresses in the range of 93 to 103 N mm Separate Train Load LUSAS Analysis Apparent increase in resistance of loaded track rack Force O jab Q D Q A gt D o o tof resistance of loaded Lim Thermal Alone Limit of resistance of UT track Strain Unloaded stiffness Thermal Figure 86 Illustration Of Behaviour Of Separate Analysis Vs LUSAS Analysis Looking now at the track rail that has the braking train on it the following figures show the same yield plots for this track rail resistance The immediate observation is the different yield behaviour observed for the LUSAS analysis Looking initially at the separate analy
111. t becomes clear why the two methods agree so closely for this UIC774 3 standard test case and not for the Hwashil Viaduct For both analyses the rail stresses and interaction yield over the single span bridge due to thermal loading are identical Figure 99 On consideration of the train loading the right hand end of the structure roller bearing where the peak compressive rail stresses are observed shows no sign of yield with yield only occurring over the left end and embankment Figure 100 and Figure 101 This indicates that the separate analysis while invalid due to the linear combination of two nonlinear analyses is giving the correct result and this only occurs because the interaction over the structure at this location is nowhere near yield LUSAS Modeller 14 0 B6 D AUsers GeoffiDocumentationPdO3a Increased Spans Rail Expansion Joints and Beam Piers for R aire agptsyDG p Scale 1 3 39E3 Zoom 513 577 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 1 Increment 1 Results File O Entity Stress Title UIC 774 3 Model UIC774E13P403aTemp Only Units N m kg s C Figure 99 Yield Layout For Thermal Loading Only 85 Rail Track Analysis User Manual LUSAS Modeller 14 0 B6 D Wsers GeoffiDocumentation P403a Increased Spans Rail Expansion Joints and Beam Piers for Rab roc BtZOWG p Scale 1 3 39E3 Zoom 607 346 Eye 0 0 0 0 1 0 Nonlinear Analysis Loadcase 2 Increment 2 Load Factor 1 00000 Results File
112. tial for errors in the generation of these envelopes and is therefore recommended particularly for large numbers of results files Figure 58 and Figure 59 show the results from the enveloping of the combined temperature and trainset loading for the track of a model Comparison of the tables and graphs shows that the results are identical for both enveloping methods In Figure 59 which shows the results for the track from enveloping in Modeller both the summary tables and the graphs have omitted the relative railbed displacement results because these cannot be calculated from the enveloping in Modeller Figure 60 and Figure 61 show the results from the enveloping of the combined temperature and trainset loading for the deck of a model Comparison of the tables and graphs shows that the results are identical for both enveloping methods oameni emere Axial Stress in Rail Tracks Axial Stress in Rail Tracks a gt M Trackl1 Track2 Decks Envelope Track 1 Envelope Track 2 Envelope Decks Raibed Check Deck Figure 58 Track Envelopes Performed in Microsoft Excel 50 Rail Track Analysis Menu Options N AS s S 4 Y eR EEDS jd N LI ji Axial Stress in Rail Tracks Axial Stress in Rail Tracks b amp b amp amp we u we we A 7 wi A A A h aue isje iieizlah emillel
113. tric loading position or to the right of this position defined with a positive position in the parametric loading position The 30 Rail Track Analysis Menu Options limits of the finishing location are identical to those for the starting location discussed above Location increment for each analysis The location increment for the loading for each analysis is automatically calculated from the starting and finishing locations of the loading and the defined number of track loading locations All of the loading for a given track should have the same increment to ensure that each component of the loading moves as a group Generally the starting and finishing locations for the reference position of the loading for a given track should be identical for that track Different location increments are possible between tracks when more than one track is analysed with positive location increments indicating that the trainset is moving from left to right and negative location increments indicating that the trainset is moving from right to left For a single track structure the trainset loading may be stationary location increment 0 0m but for this condition the number of track loading locations must be set to 1 For a two track structure one of the trainsets on one of the tracks may be stationary but an error will result if both of the trainsets loading the track are stationary if the number of track loading locations is greater than 1 To analyse two
114. two nonlinear analyses results gives apparent increase in the resistance of the track due to stresses in ballast frozen ballast no ballast track from the unloaded thermal effects being ignored in the ultimate yield of the loaded analysis to correctly model the reduction of the resistance of the track before yielding occurs under loaded conditions the yield resistance for the loaded condition should be reduced by the amount of resistance already mobilised due to the thermal effects Separate analysis ignores the movement that has already occurred under the thermal effects when the load from the train acts on the rails Concurrent Thermal and Rail Loading Analysis d Incorrect loaded track resistance used for thermal effects under location of train loads Incorrect yielding of ballast frozen ballast no ballast track under thermal effects as loaded track resistance used Correct track resistance for yielding under the train loading Movement due to thermal effects alone only approximated LUSAS Nonlinear Thermal and Rail Analysis with Material Change Q Q Correct unloaded track resistance used for thermal effects across whole model Correct yielding of unloaded ballast frozen ballast no ballast track under thermal effects Correct yielding of loaded ballast frozen ballast no ballast track under action of combined thermal and train loading effects as track resistance correctly modelled yield occurs at the correct load
115. ure Piers Foundations Longitudinal Schematic Of The Model Transverse Cross Section Of Track Deck Bearing System Figure 2 Typical Model of Track Deck Bearing System The interaction between the track and the bridge is approximated in the UIC774 3 Code of Practice by a bilinear relationship as indicated in the following figure The resistance of the track to the longitudinal displacements for a particular track type is a function of both the relative displacement of the rail to the supporting structure and the loading applied to the track If the track 1s subjected to no train loads then the ultimate resistance of the track to relative movement is governed by the lower curve in the figure based on the track type Application of train loads increases the resistance of the track to the relative displacements and the upper curve should be used for the interaction between the track and bridge where these train loads are present unloaded resistance is still used for all other locations Resistance k of the track UIC774 3 Code of Practice Resistance of rail to sliding relative to sleeper Loaded Track Frozen ballast or track without ballast l Resistance of sleeper in ballast Loaded Track Fo Resistance of rail to sliding relative to sleeper Unloaded Track Frozen ballast or track without ballast l E Resistance of sleeper in ballast Unloaded Track lj U Frozen No Ballast U Ballast Displacement u 0 0 Fig
116. ure 3 Resistance k of the Track per Unit Length versus Longitudinal Relative Displacement of Rails The values of displacement and resistance to use in these bilinear curves are governed by the track structure and maintenance procedures adopted and will be specified in the design specifications for the structure Typical values are listed in the Code of Practice for ballast frozen ballast and track without ballast for moderate to good maintenance According to the UIC774 3 Code of Practice there is no requirement to consider a detailed model of the substructure bearing pier foundation and bearing abutment foundation systems when standard bridges are considered instead this can be modelled simply through constraints and or spring supports that approximate the horizontal flexibility due to pier translational bending and rotational movement The LUSAS Rail Track Analysis option allows this type of analysis to be carried out where the behaviour of the bearing and the pier abutment foundation are individually specified but also provides the capability of explicitly modelling the bearing pier abutment foundation systems where each component is defined including the height and properties of the pier abutment Rail Track Analysis User Manual LUSAS Rail Track Analysis The Rail Track Analysis option in LUSAS provides the means to automate the finite element analyses required for conducting bridge track interaction analyses in accordance wit
117. w the sign conventions defined in the following figure 23 Rail Track Analysis User Manual Eccentricity Of Section ve Eccentricity Between Rail Slab ve Nodal Line Of Track Rail Neutral Axis Of Section Location Of Support Conditions Depth Of Section Eccentricity Definitions Section Neutral Axis Below Rail Level Support At Base Eccentricity Of Section ve Eccentricity Between Rail Slab ve Neutral Axis Of Section MEAE eA l Nodal Line Of Track Rail Ww TERT Location Of Support Conditions Depth Of Section Eccentricity Definitions Section Neutral Axis Above Rail Level Support At Base Figure 29 Sign Conventions for Eccentricity Definition Bilinear Interaction Properties The bilinear interaction properties are derived from the bilinear curves defined in the UIC774 3 Code of Practice Properties are entered for both the unloaded state where just temperature loads are applied in the model to the track and the loaded state where both temperature and trainset loads are applied to the track For each state of loading the contact stiffness is defined in kN mm per metre length of track the lift off force onset of plastic yield 1s defined in kN per metre length and the lift off stiffness defined as a small value so there is no stiffness once plastic yielding has started The values in Figure 28 are for unbal

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