BALLAST-LESS TRACK PLINTH DESIGN:

LOADS CALCULATION

PRESENTATION BY:
HUNNY VERMA
M.Tech – Structural Engineering
School of Infrastructure
IIT Bhubaneswar
CONTENT

 TRACK PLINTH GEOMETRY

 TYPES OF LOADS CONSIDERED

 LOAD CALCULATION CRITERIA

 RECAP AND CONCLUSION

BALLAST-LESS TRACK ELEVATED CORRIDOR – HMRP (NAGOLE STATION)
 TRACK PLINTH GEOMETRY

Typical Cross-section of the deck

Ref : HM-LE-PRWIDE-M0101-DWG-GA-VIA-00-2068
 STANDARD PLINTH DEFINITION

NOTE:
Length of standard plinth = 4.135.
Spacing between fasteners = 0.650.
DEAD LOAD
 TRAIN LIVE LOAD - VERTICAL

WHEEL CONFIGURATION

 Maximum Static Axle Load = 170 kN

 Maximum Static Axle Load (Empty Train) = 103 kN
 IMPACT LOAD
 Dynamic stresses on bridge structure depends on

• Frequency characteristics of Bridge structure

• Frequency characteristics of vehicles

• Damping in bridges and in vehicles

• Velocity of vehicle movement

• Track irregularities

 CDA steel bridge = 0.15 + (8/[6+L]) (CL.2.4.1 - Bridge Rule)

 CDA conc. bridge = (2 – [d/0.9]) * ½ * CDA steel bridge (d ≤ 900 mm)

 LURCHING FORCE
 BS 5400 Cl.8.2.7 –
Vertical Force Variation = +/- 6 % 170(Axle Load) = 10.2 kN/wheel.
 HUNTING FORCE
ACI 358.1 R92 ,art. 3.3.1.4 :

 The hunting (or nosing) force is caused by the lateral interaction of the train
and rail.

 It shall be applied laterally on top of the rail at the lead axle of the train as
follows:

BOGIE TYPE HUNTING FORCE

NONSTEERABLE 0.08L
STEERABLE 0.06L
 CENTRIFUGAL FORCE

 Fx = WV2/127R

 The maximum operating speed restriction comparative analysis result for the
worst combination of design speed and corresponding curve radius is
considered.
 WIND LOAD

FT  Pz  Al  G  CD (HMRP - DBR cl. no. 5.17)

 BRAKING & TRACTION LOAD
 Tractive force on one track and braking force on another track shall be taken in
same direction to produce the worst case of loading for the two track taking the
vehicle in opposite direction.

 As per HMRL DBR Cl.5.9 :

 Braking load shall be taken as 18% of the un-factored vertical loads.

 Traction load shall be taken as 20% of the un-factored vertical loads.

 DERAILMENT LOAD
As per ACI 358.1R92, clause No. 3.5.2. :

 The magnitude and line of action of a horizontal derailment load on a barrier wall
is a function of a number of variables :

 The distance of the tracks from the barrier wall

 The vehicle weight and speed at derailment
 Flexibility of the wall
 Frictional resistance between the vehicle and the wall.

 In lieu of a detailed analysis, the barrier wall should be designed to resist a lateral
force equivalent to 50 percent of a standard vehicle weight distributed over a
length of 15 ft. (5 m) along the wall and acting at the axle height. This force is
equivalent to a deceleration rate of 0.5 g.
THERMAL EXPANSION OF CURVED RAILS

F Arail  Erail    T
Fx  
R R
 LWR FORCES

 Maximum longitudinal force induced on plinth by the LWR force is limited to

the longitudinal restraint capacity of the fastening system which is:

LR = 15.1kN/fastening (HMRP)
Fz = 15.1 kN/fastening.
 EARTHQUAKE FORCE

 Seismic-coefficient method is used. (HMRP – DBR Cl. 5.18)

 25% of Train mass shall be considered while evaluating time period / forces
due to seismic in transverse direction.

 Train mass shall not be considered when acting in the direction of traffic i.e.
longitudinal direction.

 In both the seismic conditions (longitudinal as well as transverse), for

calculating the stresses due to vertical effect of live load, 50% of the design
live load shall be considered at the time of earthquake

Z Sa I
Ah   
2 g R
 CONCLUSION
TYPES OF LOAD CONSIDERED
1. Train Load
2. Dead Load
3. Super Imposed Dead Load (SIDL)
4. Lurching Force
5. Racking Force
6. Centrifugal Force
7. Wind Load
8. Braking and Traction Load
9. Derailment Load
10. Thermal Expansion of curved rails
11. Long Welded Rail Forces
12. Earthquake Load
 REFERENCES

 HM-LE-PRWIDE-M0601-DOC-DC-TRW-00-101-B

 EPMC-DTD-ALL-TWK-CNT-00620_090206.doc
THANK YOU