Transcription of Introduction to Railroad Track Structural Design
{{id}} {{{paragraph}}}
Example: confidence
Introduction to Railroad Track Structural Design
BCR2A 09 Railroad Track Design Including Asphalt Trackbeds Pre-Conference WorkshopIntroduction to Railroad Track Structural DesignDon Uzarski, , Vertical Load Distribution, and DeflectionsComponents do not function independently!Each component layer must protect the one Distribution3 Deflection ProfileSource: Selig and Waters, Track Geotechnology and Substructure Management, 19944 Static vs. Dynamic Loads Dynamic loads higher Acceleration from speed Downward rotation of wheel Smaller wheels, faster rotation, more acceleration Speed/wheel influence Pv= P + P (AREMA)wherePv= Vertical Dynamic Load (lbs) = D33x VDwx 100D = Wheel diameter (in)V = Speed (MPH)P = Static Load (lbs) Larger wheels impose less influence Additional dynamic loads from impacts such as
1200 psi for longleaf yellow pine, 900 psi for douglas fir, and 1400 psi for oak) 27 • “Optimal” tie length Source: Hay, W.W., Railroad Engineering, 1982. 28 Practical Design • Load distribution – Bearing area is ⅔ of tie length (tamping zone), so A' b = ⅔Lb
Tags:
Information
Domain:
Source:
Link to this page:
Please notify us if you found a problem with this document: