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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 caused by wheel flat spots, rail discontinuities ( frog flangeways), Track transitions ( bridge approaches), Track condition, Wheel Diameters38 inches28 inches36 inches33 inches36 inches6 Track Stiffness Rail is assumed to be a beam on an elastic foundation Modulus of Track Elasticity, u (or k) ( Track Modulus)u = P/ whereu = Modulus of Track Elasticity (lbs/in/in)P = Wheel load per unit length of rail (lbs/in) = Unit of Track Deflection (in), less play or Track looseness oru = P/Swhereu = Modulus of Track Elasticity (lb/in/in)

- Company design standards will dictate (e.g. Army allows a design unconfined compressive strength (q u) of 1.0 q u for "normal" traffic levels - less than 5 MGT/yr - and design of 0.8 q u when traffic levels exceed 5 MGT.) - Hay recommends factor of safety of 1.5 as applied to an ultimate bearing capacity of < 2.5 q u, thus allowable stress ...

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