• Proceedings of the KSR Conference
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• 한국철도학회 2007년도 추계학술대회 논문집
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• pp.1395-1400
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• 2007

Characteristics of the stress on Continuous Welded Rail(CWR) were investigated to apply to design procedure for railway bridge design. Actions due to change in temperature, braking/traction and bending of the deck were considered in this interaction analysis between CWR and bridge deck. The bridge parameters such as static arrangement of the deck and support stiffness were taken into consideration to examine the influence of the parameters on the additional rail stress. The final results of this study, which include the displacement as well as the stress will be presented in the form of the design chart in future.

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 한국안전학회 2000년도 추계 학술논문발표회 논문집
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• pp.442-449
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• 2000

In railway structure, long rail causes the increase of stress. Especially, additional stress and displacement are caused by the discontinuity and variations of the stiffness of substructures in the section of bridges. In the other words, binding forces like the connection strengths and friction force between ties and ballasts play the role of resistance forces.(omitted)

• Proceedings of the KSR Conference
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• 한국철도학회 2008년도 춘계학술대회 논문집
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• pp.71-79
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• 2008

The concrete track is being used at the Phase II of the Kyeongbu High Speed Railway and New Constructed Honam High Speed Railway. When it makes a decision of bridge type, It has to consider about longitudinal forces of Continuous Welded Rail, Displacement at the end of bridges, Up-lift forces for fastener on the track. If it is installed turnout on the bridge, There is likelihood of the deck twist by applying the each difference longitudinal forces at the 4 each rails and the buckling by concentration of rail stress at the turnout. Moreover, If it is installed turnout on the continuous bridge and REJ(Rail Expansion Joint) on the main track or turnout track. It is hard to keep a safety for rail because of coming to twist or folding at the expansion of deck on the turnout track. Therefore when it is a design of bridge with turnout. It need to take bridge type to minimize an additional axial force and a displacement at the turnout. This paper makes a study of the composite steel arch bridge that is able to resolve criteria requirements of safety for track with turnout and suggest a helpful design method for bridge considering track with turnout by being based on design and construction method of Eonyang Bridge at the north part of Ulsan Station in Phase II of the Kyeongbu High Speed Railway.

• Journal of the Computational Structural Engineering Institute of Korea
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• 제29권2호
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• pp.169-177
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• 2016

Sliding slab track system, which consists of low friction sliding layer between track slab and bridge deck, is recently devised to reduce track-bridge interaction effect of continuously welded rail(CWR) without applying special devices such as rail expansion joint(REJ). In this study, a series of track-bridge interaction analyses of a long-span bridge with sliding slab track and REJ are performed respectively and the results are compared. The bridge model includes PSC box girder bridge with 9 continuous spans, and steel-concrete composite girder bridge with 2 continuous spans. The total length of the bridge model is 1,205m, and the maximum spacing between the two fixed supports is 825m. Analyses results showed that the sliding slab track system is highly effective on interaction reduction since lower rail additional axial stress is resulted than REJ application. Additionally, horizontal reaction forces in fixed supports were also reduced compared to the results of REJ application. However, higher slab axial forces were developed in the sliding slab track due to the temperature load. Therefore, track slab section of the sliding slab track system should be carefully designed against slab axial forces.

• Proceedings of the KSR Conference
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• 한국철도학회 2004년도 추계학술대회 논문집
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• pp.806-811
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• 2004

Currently, in the design criteria for the high speed railway bridges, the maximum distance between bridge expansion joint is limited to 80m using a continuous welded mil, in order to limit the additional stress in the rail due to the rail-bridge interaction. In the past study on the resonance effect of HSR train, it is known that the reduction of resonance and dynamic responses of bridge deck occurs at the specific expansion length of 28.05m and 46.75m. In this study, the stability of track structure on the HSR bridges with expansion length of 90m has checked by finite element method. And the track behavior including mil stresses and relative displacements are compared to the current state of track structures on the bridge system with 80m long expansion length.

• Proceedings of the KSR Conference
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• 한국철도학회 2008년도 추계학술대회 논문집
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• pp.1050-1055
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• 2008

The demand on a turnout layed on a bridge is rising owing to the increasing number of stations on the viaduct. And also the demand on a turnout with CWR is rising to upgrade running speed of the passing train. A CWR with turnout is subjected to additional axial force induced by the thermal expansion of bridge as well as lead rail of turnout. The additional axial force is closely related with the distance between bridge expansion joint and turnout when it is located near the movable bearing of bridge, and it is required to keep some distance to prevent excessive axial stress in CWR. But, there is no guideline in specification for the proper distance from E.J. to turnout, and it caused problem in planning turnout or bridge. So, it this study, the parametric study to investigate the effect on axial stress in CWR with turnout according to span length and distance between bridge expansion joint and turnout was performed. From the results of numerical analysis, it was found out that $5{\sim}30m$ distance is required to prevent excessive axial in CWR for span length less 90m.

• Proceedings of the KSR Conference
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• 한국철도학회 2011년도 춘계학술대회 논문집
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• pp.993-997
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• 2011

Highlighted is significance of the floating slab track for mitigating vibrations induced by train, together with the recent trends towards speed-up of railways. In the design of the floating slab track, it is more beneficial to increase the slab length since a significant impact can be induced on the train and track at the discontinuous points between slabs with the finite slab length. However, if the slab length is too long, the tensile stress of slab concrete and the additional stress on rail due to the temperature change and shrinkage of concrete slab. Thus it is of great importance to relevantly determine the slab length. In this study, to understand these phenomena and establish the countermeasures, the dynamic behaviors of train and track at the inter-slab discontinuous points have been explored and the effect of dowel joints as one of countermeasures has been analytically investigated.

• Journal of the Korean Society of Safety
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• 제18권2호
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• pp.132-138
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• 2003

The use of long rails in high-speed railway bridges causes additional stresses due to nonlinear behaviours between the rail and bridge decks in the neighbourhood of the deck joints. In the seismic response analysis of high-speed railway bridges, since structural response is highly sensitive to properties of the ground motion, spatial variation of the ground excitation affects responses of the bridges, which in turn affect stresses in the rails. In addition, it is shown that high-speed trains need very long distances to stop when braking under seismic occurrence corresponding to operational earthquake performance level so that verification of the safe stoppage of the train is also required. In view of such additional stresses due to long rails, sensibility of structural response to the properties of the ground motion and braking distance needed by the train to stop safely, this paper proposes and establishes a time domain nonlinear dynamic analysis method that accounts for braking loads, spatial variation of the ground motion and material nonlinearities of rails to analyze long rail stresses in high-speed railway bridges subjected to seismic event. The accuracy of the proposed method is demonstrated through an application on a typical site of the Korean high-speed railway.

• Structural Engineering and Mechanics
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• 제78권2호
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• pp.163-174
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• 2021

Track-bridge interaction has become an essential part in the design of bridges and rails in terms of modern railways. As a unique ballastless slab track, the longitudinal continuous slab track (LCST) or referred to as the China railway track system Type-II (CRTS II) slab track, demonstrates a complex force mechanism. Therefore, a comprehensive track-bridge interaction study between multi-span simply supported beam bridges and the LCST is presented in this work. In specific, we have developed an integrated finite element model to investigate the overall interaction effects of the LCST-bridge system subjected to the actions of temperature changes, traffic loads, and braking forces. In that place, the deformation patterns of the track and bridge, and the distributions of longitudinal forces and the interfacial shear stress are studied. Our results show that the additional rail stress has been reduced under various loads and the rail's deformation has become much smoother after the transition of the two continuous structural layers of the LCST. However, the influence of the temperature difference of bridges is significant and cannot be ignored as this action can bend the bridge like the traffic load. The uniform temperature change causes the tensile stress of the concrete track structure and further induce cracks in them. Additionally, the influences of the friction coefficient of the sliding layer and the interfacial bond characteristics on the LCST's performance are discussed. The systematic study presented in this work may have some potential impacts on the understanding of the overall mechanical behavior of the LCST-bridge system.

• Journal of the Earthquake Engineering Society of Korea
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• 제6권5호
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• pp.59-66
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• 2002

Long-rails in railways and high-speed railway are subjected to additional stresses resulted from the displacements inconsistence between upper structures, and this phenomenon is more remarkable in continuous bridges than in simple bridges. For the sake of safety, railways have to guarantee trains to stop safely without derailment even in the event of earthquake. The influences of acceleration, braking, and temperature were analyzed by static nonlinear method. But earthquake loads that require dynamic nonlinear analysis are not considered in these methods. Because linear relation between relative displacements of decks and rail stresses is not guaranteed at the nonlinear systems such as long rails on the bridges, it is required compute to rail stresses considering both braking and earthquake load by nonlinear dynamic analysis method. In this study, dynamic analysis method with material non-linearity for rails on continuous bridges according to the Taiwan High Speed Railway(THSR) Design Specification volume 9 was developed. And additional stresses and displacements of long rails for acceleration, braking, and earthquake loads were analyzed by this method.