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    Long Welded Rails: G S Yadav, IRSE 1994 Pb2, Iricen 7420041112

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    G. S. Yadav
    (1) Long welded rails are welded rails over 250 meters in length that function as a single unit due to minimal longitudinal movement from temperature variations. (2) When rails are fastened with creep resistant fastenings and subjected to temperature changes, thermal forces develop due to the resistance against free expansion/contraction. The magnitude of these forces is determined by the change in temperature and rail/track properties. (3) In long welded rails, the central "fixed" portion behaves as fully restrained and develops maximum thermal forces, while the "breathing lengths" at both ends provide a gradual transition of restraint through interaction with longitudinal ballast resistance.

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    Long Welded Rails: G S Yadav, IRSE 1994 Pb2, Iricen 7420041112

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    G. S. Yadav
    229 views26 pages
    (1) Long welded rails are welded rails over 250 meters in length that function as a single unit due to minimal longitudinal movement from temperature variations. (2) When rails are fastened with creep resistant fastenings and subjected to temperature changes, thermal forces develop due to the resistance against free expansion/contraction. The magnitude of these forces is determined by the change in temperature and rail/track properties. (3) In long welded rails, the central "fixed" portion behaves as fully restrained and develops maximum thermal forces, while the "breathing lengths" at both ends provide a gradual transition of restraint through interaction with longitudinal ballast resistance.

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    LWR_THEORY_July2020

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    (1) Long welded rails are welded rails over 250 meters in length that function as a single unit due to minimal longitudinal movement from temperature variations. (2) When rails are fastened with creep resistant fastenings and subjected to temperature changes, thermal forces develop due to the resistance against free expansion/contraction. The magnitude of these forces is determined by the change in temperature and rail/track properties. (3) In long welded rails, the central "fixed" portion behaves as fully restrained and develops maximum thermal forces, while the "breathing lengths" at both ends provide a gradual transition of restraint through interaction with longitudinal ballast resistance.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    229 views26 pages

    Long Welded Rails: G S Yadav, IRSE 1994 Pb2, Iricen 7420041112

    Uploaded by

    G. S. Yadav
    (1) Long welded rails are welded rails over 250 meters in length that function as a single unit due to minimal longitudinal movement from temperature variations. (2) When rails are fastened with creep resistant fastenings and subjected to temperature changes, thermal forces develop due to the resistance against free expansion/contraction. The magnitude of these forces is determined by the change in temperature and rail/track properties. (3) In long welded rails, the central "fixed" portion behaves as fully restrained and develops maximum thermal forces, while the "breathing lengths" at both ends provide a gradual transition of restraint through interaction with longitudinal ballast resistance.

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    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
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    of 26

    LONG WELDED RAILS

    By
    G S Yadav, IRSE 1994
    PB2, IRICEN
    7420041112
    [email protected]
    BASIC CONCEPTS: RAIL LENGTH

    As regards to rail length ( length of rail between two joints)


    track can be classified as below :
    1. Free rail : rails of 13 m or 26 m length ( used on bridges
    on which LWR is not permitted. Also used on sharp
    curves on which LWR/SWR is not permitted)
    2. SWR : rails ( welded or otherwise) of 39 m length (Used
    at locations where LWR is not permitted such as grades
    steeper than 1 in 100)
    3. LWR : rails of 250 m length or more
    Note : CWR is basically LWR that is carried through station
    yards.
    • Long Welded Rail (LWR) is a welded rail, the central part of
    which does not undergo any longitudinal movement due to
    temperature variations. A length of greater than 250 metre on Broad
    Gauge (BG) and 500 metre on Metre Gauge (MG) will normally
    function as LWR .The maximum length of LWR under Indian
    conditions shall normally be restricted to one block section
    BASIC CONCEPTS: RAIL SLEEPER FASTENINGS
    On functional basis the rail sleeper fastenings can be
    classified as below :
    1. Rail free fastenings ( RFF), and
    2. Creep resistant fastenings (CRF) or resilient rail
    fastenings or elastic rail fastenings
    RFF are mainly used on girder bridges to isolate track from
    bridge deck in such a manner that interplay of forces in
    Track and Bridge deck is avoided
    CRF are used with PSC sleepers at almost all locations.
    On IR, Pandrol clips , also known as Elastic Rail Clips along
    with Grooved Rubber Pads and Liners are used
    THERMAL MOVEMENT OF RAILS
    • Rails provided with rail free fastenings ( RFFs) expand or contract freely when rail
    temperature varies. As there is no resistance to thermal movement of these rails,
    no thermal forces gets induced in these rails.
    • Rails provided with creep resistant fastenings( CRFs) are not free to expand or
    contract when there is change in rail temperature. The resistance against free
    thermal movement results in building up of thermal force in rails.
    • Such thermal forces can be of tensile or compressive nature depending upon the
    temperature at which rails are fastened to sleepers(neutral rail temperature) and
    the prevailing rail temperature
    • If not managed properly these thermal forces can cause rail breakages or lateral
    instability of track, rendering track unsafe for traffic.
    • Proper understanding of thermal behaviour of track and the resultant forces is ,
    therefore, of paramount importance for track engineers.
    • SWR and LWR are the rails ( provided with CRFs) in which thermal forces build up
    with change in rail temperature
    THEORY OF LWR
    (1) Concepts of thermal behaviour of metals ( linear thermal expansion) : Derivation of
    formula for thermal force in a restrained rail
    (2) Concept of Rail Temperature : tmin , tmax, tmean ; Different Temp Zones
    (3) Concepts of Track Resistance : Longitudinal, Lateral and torsional resistance : Factors
    affecting longitudinal resistance , Graph of longitudinal resistance. Longitudinal
    resistance offered by fastenings as well as by ballast.
    (4) Force diagram in LWR : BL, fixed portion and local stress transition locations, effect of
    bridges etc. Derivation of formula for BL, Breathing lengths for different temperature
    zones
    (5) Movement at free end of LWR : derivation of Formula
    (6) Installation temperature, prevailing rail temperature, Stress free temperature and/or
    distressing temperature, Rationale behind fixing distressing temperature
    (7) Concept of hysteresis
    (8) Lateral track stability ( Buckling Behaviour)
    (9) Rail Structure Interaction ( LWR on Bridges)
    Concepts of thermal behaviour of metals ( linear thermal expansion)

    + ΔT

    ΔL ΔL
    2
    L
    2

    FREE THERMAL EXPANSION

    1. When a free Rail of length L is subjected to rise in temperature of ΔT, it expands freely by ΔL.
    2. As thermal movement is not restrained , there is no build up of reaction forces in the Rail
    3. Reaction forces will build up if expansion of Rail is restrained
    4. This type of situation exists with Rail free Fastenings such as on Girder Bridges
    Concepts of thermal behaviour of metals ( linear thermal expansion)
    RESTRAINED THERMAL EXPANSION

    + ΔT
    N N

    Thermal Force Diagram

    N Compression

    Free thermal Expansion ΔL = Lα ΔT


    As this expansion is now restrained, this will result in Thermal Strain = (Lα ΔT)/L = α ΔT
    Resultant Thermal Stress = E x Thermal Strain = E α ΔT Hooke’s Law
    Resultant Thermal Force P = AE α ΔT
    Concepts of thermal behaviour of metals ( linear thermal expansion)

    1. In track with elastic fastenings the thermal movement is restrained due to: (1) friction between Rail and
    fastenings, and (2) longitudinal Ballast Resistance.
    2. The elastic fastenings are designed in such a way that the resistance offered at Rail seat level is more
    than the longitudinal Ballast Resistance ( See fig below)
    3. In such a situation the induced thermal forces will try to move the track frame in longitudinal direction.
    This movement is restricted by longitudinal ballast resistance
    4. The central portion of LWR, also called the fixed portion or non breathing length, behaves like a fully
    restrained rail with maximum thermal force as P = AE α ΔT
    5. The condition of fixity at both ends of central portion of LWR is achieved gradually through gradual
    building up of longitudinal ballast resistance over a length called the Breathing Length.

    Tendency Of Rail Movement


    To avoid creep of Rails
    P1 P2
    P1+P2>P3

    P3
    Rail Temperature

    • Rail temperature is the temperature of the Rail at site as recorded by an approved


    type of Rail thermometer.
    • Ambient temperature is the temperature of air in shade at the same place.
    • Mean Rail temperature (tm) for a section is the average of the maximum (tmax) and
    minimum rail temperature (tmin) recorded for the section
    • Installation Temperature (ti) is the average rail temperature during the process of
    fastening the rails to the sleepers at the time of installation of the LWR
    • Destressing Temperature(td) is the average rail temperature during the fastening of
    the rails to the sleepers after de-stressing LWR w/out use of rail tensors.
    • Stress Free Temperature (t0) is the temperature of destressing when rail tensor is
    used. At this temperature the LWR will be truly stress free.
    Rail Temperature

    • Indian Railways has been divided in 4 temperature zones as


    under :

    ZONE Range Of Rail Temperature


    I 40 to 500C
    II 51 to 600C
    III 61 to 700C
    IV 71 to 760C
    Rail Temperature
    MAP OF INDIA SHOWING RAIL TEMPERATURE ZONES
    ZONE Range Of Rail Temperature
    I 40 to 500C
    II 51 to 600C
    III 61 to 700C
    IV 71 to 760C

    The rail temperature obtaining


    at a station and the annual
    mean rail temperature have
    been indicated outside and
    inside
    the brackets respectively
    Rail Temperature

    Rationale Behind fixing td


    Ballast resistance

    • Longitudinal ballast resistance R gets mobilised when there is relative


    displacement of sleepers with respect to Ballast in the longitudinal
    direction
    • Lateral ballast resistance comes into play when track has tendency to get
    displaced in the lateral direction due to build up of compressive forces.
    • Maintenance operations on track have significant adverse effect on ballast
    resistance
    • Condition of ballast( clean or caked up), condition of sleepers ( new or
    worn out at bottom) etc have significant impact on ballast resistance
    Ballast resistance

    Longitudinal Ballast
    Resistance in Loaded
    Condition 25.5 kg/Rail/cm
    ( 50 KN/m)
    R Longitudinal Ballast
    Resistance in Unloaded
    condition 12.74 kg/Rail/cm
    ( 25 KN/m)
    u
    Force Diagram in LWR Etc.

    Longitudinal Resistance per sleeper


    Rail tendency to expand
    ΔT P
    Free
    rail
    end

    Breathing Length Lb

    Thermal Force Diagram

    R
    Force Diagram in LWR Etc.

    Formula for Breathing Length :


    Maximum force in central portion of LWR
    Longitudinal ballast resistance = R kg/Rail/m
    The force in central portion builds up over the BL of length L b
    Therefore, Lb x R = AEαΔT or , Lb = AEαΔT /R

    Factors affecting force diagram : (1) Change in track structure like Rail, (2) Track passing through cuttings and tunnels (3)
    Track in the vicinity of large water bodies etc
    Breathing Lengths in Different Temperature Zones
    Factors Affecting Force Diagram : Force/Stress Transitions Zones in
    Central Portion of LWR

    (A) Stress Transitions Zones Caused By Rail Temperature Changes : These can be
    encountered in areas of track where there is consistent rail temperature difference
    between adjacent LWR sections. Some of such locations are :
    1. Tunnel portals
    2. Transition from deep cutting to embankment
    3. Transition from white painted rail to unpainted rail ( temperature difference of
    about 60 C
    4. Transition from exposed to embedded rail ( like long level crossings)
    5. Passage over a river ( on a bridge)
    Factors Affecting Force Diagram : Force/Stress Transitions Zones in
    Central Portion of LWR

    (B) Stress Transitions zones generated by track structure changes : lpcations


    exhibiting track structure changes are :
    1. Track passing over Bridge
    2. Transition from ballasted to slab track or any other higher fixity track structure
    ( different type of sleepers with different type of fittings)
    3. Change of rail section
    4. Stress transitions over switches and crossings

    Note : Such stress transition zones in central portion of LWR cause longitudinal
    movement of sleepers to build up difference in forces in the adjacent portions. Thus
    packing of sleepers gets disturbed at such locations like in Breathing length.
    Force Diagram in case of Fractures

    Force Diagram After Fracture


    Thermal Movement at End of LWR ( at SEJ)

    • Movement at the end of LWR :


    • m = Lb α ΔT/2 ( half of free movement in BL)
    • = (AE α ΔT/R) α ΔT/2
    • = AE (α ΔT)2 / 2R
    • or, m = k (ΔT)2

    Lb α ΔT/2
    HYSTERESIS
    HYSTERESIS

    Typical Annual Hysteresis Loop for Zone IV with Temp range 760C and mean temp 380C
    Tutorial On Hysteresis

    • Find the gap at SEJ at rail temperature of 550C with the


    following data :
    • Rail Section 60 kg/m ( A = 76.86 cm 2)
    • Type of sleepers PRC ( R = 13.74 kg/cm/Rail)
    • Sleeper Density 1660 per km
    • Temperature Zone IV ( Range 760C and Mean 380C)
    • De-stressing Temperature 430C
    • Gap at SEJ at Td 40mm
    THANKS

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