DOCSLIB.ORG

United States Patent [191 [111 ' ' 4,239,156 Skinner Et A1

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
United States Patent [191 [111 ' ' 4,239,156 Skinner Et A1 United States Patent [191 [111 ' ' 4,239,156 Skinner et a1. [45] Dec. 16, 1980 [54] PAD FOR RAILWAY RAIL FASTENINGS FOREIGN PATENT DOCUMENTS [75] Inventors: David H. Skinner, Donvale; Jeffrey 2253360. 5/1974 Fed. Rep. of Germany l6/DIG. l3 H. Brown, Armadale, both of 186334 11/1963 Sweden .................................. .. 238/349 Australia 896471. 5/1962 United Kingdom . .. 238/283 [73] Assignee: The Broken Hill Proprietary 938736 10/1963 United Kingdom ................... .. 238/283 Company Limited, Victoria, Primary Examiner-Randolph A. Reese , Australia Attorney, Agent, or Firm-Cushman, Darby- & Cushman [21] Appl. No.: 968,813 [57] ABSTRACT [22] Filed:' Dec. 12, 1978 An insulation pad for rails on sleepers, the pad compris [30] Foreign Application Priority Data ing a base section adapted, in use, to be interposed be~ tween a rail and an underlying sleeper, and two upper Dec. 23, 1977 [AU] Australia ............................ .. PD2885 sections adapted, in use, to extend over the respective [51] Int. Cl.3 .............................................. .. E01B 9/68 upper surfaces of the rail foot, the upper sections being [52] US. Cl. .................................... .. 238/277; 16/150; formed integrally with the base section, wherein the 16/DIG. 13; 238/196; 238/197; 238/283 upper sections are hingedly connected to the respective ' [58] Field of Search ............. .. 238/264, 265, 275, 276, side edges of the base section, which hinges are formed 238/277, 283, 287, 310, 382, 154, 187, 195, 196, by sections of pad material of reduced thickness, and 197, 205, 349; 16/143, 150, DIG. 13; D8/323, wherein the upper sections and the associated side edges 325 of the base section adjacent the respective hinges incor porate interlocking knuckle and groove arrangements [56] References Cited for resisting differential movement between the upper U.S. PAITENT DOCUMENTS sections and the base section longitudinally of the hinges. ' 3,223,328 12/1965 Moses et a1. ................... .. 238/382 X 3,819,114 6/1974, Bush .......... .. .. 238/310 X 3,945,566 3/1976 Bush ............................ .11.. 238/283X 9 Claims, 8 Drawing Figures U.S. Patent Dec. 16, 1980 Sheet 1 of2 4,239,156 N\’\ \ \ \ \ \'/\\ \\\\I\\\\w 11 as \5/ IE? 7- ' 9511 U.S. Patent Dec. 16, 1980 Sheet 2 of2 4,239,156 4,239,156 1 2 One furtherv disadvantage associated with known PAD FOR RAILWAY RAIL FASTENINGS insulating pads arises due to the relatively small shoul ders which cover edge and top portions of the ?anges of ‘This invention relates to an improved pad to provide the rail foot the small dimensions of which shoulders insulation of a railway‘ rail from a sleeper. 5 increases the chances of current leakage from the rail to Insulation of a rail from a sleeper is necessary when the associated fastening means and thus to the sleeper. railway signalling is performed by passing electric cur In order to reduce this effect it is advantageous to in rent along the two rails comprising a track and when crease the size of these shoulders. there is likelihood of electrical short-circuiting'between Preferably the upper sections are respective upper the rails-via the sleeper. Under normal circumstances, surfaces of the rail foot a distance suf?cient to provide the presence of a train on such track is signalled by a relatively large insulating path between the rail foot short-circuiting the rails via the wheels and axles of the and an associated fastening means and are shaped to train. If short-circuiting occurs due to‘ factors other than allow drainage of water and other contaminants down a train, e. g. electrical leakage across a sleeper, then false the upper sections and off the pad. and misleading signalling occurs. 15 One preferred form of the invention incorporating all Timber sleepers are very poor conductors of electric aspects of the invention will now be described with ity and hence, independent insulation of one rail from reference to the accompanying drawings in which: the other is not necessary. Steel and concrete sleepers FIG. 1 is a perspective view of the pad of this pre are, respectively, good and medium quality conductors ferred form of the invention incorporated between a rail of electricity, and for track signalling with these sleep 20 and a steel sleeper, ers, insulation of the rails is necessary. ' FIG. 2 is a plan view of the assembly of FIG. 1, In the past, insulation on steel sleepers has not been FIG. 3 is a cross-sectional view taken along line 3-3 widely used. On the other hand, insulation on concrete of FIG. 2, sleepershas been used widely and successfully in gen FIG. 4 is a cross-sectional view taken along line 4—4 eral railway applications, but the existing systems have 25 of FIG. 3, been shown recently to be not entirely adequate when FIG. 5 is a cross-sectional view taken along line 5-5 used for heavy railways. The existing system involves of FIG. 2, . an insulator comprising three components namely, a ?at FIG. 6 is a cross-sectional view taken along line 6—6 base pad and two identical small shoulders for covering of FIG. 2, part of the edge and top of the rail foot. The disadvan FIG. 7 is a cross-sectional view taken along line 7—7 tages of this system are: of FIG. 2, and (l) more cost is involved in storing, transporting and FIG. 8 is an end elevational view of the pad of the installing the‘ three components than for a one-piece assembly of FIG. 1. pad, as is the case of the present invention, The pad of the present invention was developed spe (2) there is a possibility that the parts may be installed ci?cally for steel sleepers, but is applicable to concrete incorrectly relative to one another, ~ sleepers. The pad encloses the foot of the rail R in the (3) when assembled, the components usually ?t to region where it passes over sleepers, and provides suf? gether loosely, permitting electrical leakage via several ciently long electrical leakage paths to prevent short paths, and, t circuiting between the rail and sleeper under adverse (4) due to the poor ?t, the components are frequently conditions and comprises means of restraining move not aligned properly during assembly and furthermore ment of the pad parallel to the rail. The pad 10 is manu they may move during the cyclic loading of 'a passing factured in one piece and comprises, two hinge mecha train. nisms 11 which permit the upper sections 12 of the pad It is an object of one aspect of the present invention to to fold back, relative to the base section 13, during provide an insulation pad which overcomes some, if not 45 ?tting of it to the rail foot. The hinge mechanisms 11 are all, of the disadvantages of the known pads. manufactured so that they tend to close the upper sec According ‘to a ?rst aspect of the invention there is tions 12 when released and to maintain them in that envisaged an insulation pad for rails on sleepers, said position. ’ pad comprising a base section adapted, in use, to be Preferably the material from, which the pad of the interposed between a rail and an underlying sleeper, and 50 present invention is made, is high density polyethylene two upper sections adapted, in use, to extend over the or similar materials, such as polyurethane, polypropyl respective upper surfaces of the rail foot, said upper ene etc., with appropriate additives for stabilizing it sections being formed integrally with said base section against U-V radiation. The pad is preferably manufac and adapted to bend-or hinge relative to said base sec tured by the injection molding process but could be tion. 1 , 55 made by any other suitable technique. Preferably said upper sections normally overly said ,The pad 10 has two preferred forms, one suitable for base section and are folded back during ?tting to the rail a fastener of the type supplied by OMARK AUSTRA foot. LIA PTY. LTD. and another incorporating an addi Alternatively the upper sections normally extend tional steel insert, suitable for a fastener of the type upwardly away from the respective side edges of the known as a Pandrol fastener. However, both preferred base section and during ?tting are folded over the re forms can be made using the same set of molding dies. spective ?anges of the rail foot and held in such position The pad can of course be modi?ed to suit other types of by locking means within the pad in the area of bending fasteners, although the pad illustrated in the drawings or hinging, orby associated rail‘fastening means. incorporates provision for cooperation with a Pandrol Preferably the upper sections are hingedly connected 65 type rail fastening system. to the respective side edges of the base section, said In both preferred forms of the invention the pad 10 _ hinges being formed by sections of pad material of re comprises the substantially ?at rectangular base section duced thickness. 13, two opposite vertical side sections 14 and two tri 4,239,156 '3 4 angular shaped upper sections 12. The base is about 6 depression 23. The spring clip is made of steel about 5 mm thick but may be between 2 mm and 20 mm thick, mm thick and may be in (electrical) contact with the and its bottom surface 15 is contoured to match the sleeper. In the pad of the present preferred type a steel shape of the top of a sleeper S. The base section 13 insert (not shown) of similar shape to the depression 23 incorporates four protrusions 16 at the corners thereof 5 is molded or fitted into the pad 10 in the place where the which, when the pad is installed, extend part-way down depression would otherwise be.
Load more

Recommended publications
  • Improving the Performance of Rail Fastening System Evaluation
    PAPER Improving the Performance of Rail Fastening System Evaluation Tadashi DESHIMARU,Improving Track the StructurePerfo randm aComponentsnce of R Laboratory,ail Fast Trackenin Structureg Syst Divisionem Ev aluation Shingo TAMAGAWA, Track Structures and Components Laboratory, Track Technology Division Masato NOGUCHI, Track Structures and ComponentsTadashi Laboratory, DESHIMA TrackRU Technology Division Track Structure and Components Laboratory, Track Structure Division Hiroo KATAOKA, Track Structures and Components Laboratory, Track Technology Division Shingo TAMAGAWA Masato NOGUCHI Hiroo KATAOKA RegardingTrack St rJapaneseuctures a ntestd C methodsompone nforts Lrailabo fasteningratory, Tr systems,ack Tech itn owaslogy confirmedDivision that the rail tilting angle obtained in a biaxial loading test did not agree with the angle calculatedRegarding using Japanese a conventional test methods rail tiltingfor rail analysis fastening model. systems, To address it was confirmedthis problem, that a the rail tilting angle obtained in a biaxial loading test did not agree with the， angle calculated us- ing calculationa conventional method rail fortilting biaxia analysisl loading model. using To an address FEM analysisthis problem, model a calculationwhere various method for stiffnessbiaxial loadingproperties using regarding an FEM the analysisrail fastening model, systems where can various be expressed stiffness as properties non-linearity regard， - ing wasthe railproposed fastening and systemsits validity can was be expressedconfirmed. as non-linearitIn
    [Show full text]
  • Railroad Track Structure System Design Chairman: Thomas P
    A2M01: Committee on Railroad Track Structure System Design Chairman: Thomas P. Smithberger Railroad Track Structure System Design THOMAS P. SMITHBERGER, HDR Engineering, Inc. DAVID C. KELLY, Illinois Central Railroad ALFRED E. SHAW, JR., Shaw Engineering In the new millennium, designs for improved railroad track structure systems will increasingly be needed to ensure system safety, reliability, and profitability as the railroads strive to compete with other transportation modes for the movement of freight and passengers. Design improvements will be focused primarily on accommodating increased vehicle weights, faster operating speeds, and reduced track maintenance cycles. History supports this prediction. Design maximum axle loadings have increased over time, from 30 kips in 1880 to 50 kips in 1906 to 80 kips today (1) (1 kip = 1,000 lbs). Furthermore, the Association of American Railroads predicts that annual railroad train miles will grow from approximately 500 million in 1997 to more than 600 million by 2002, an increase of approximately 20 million train miles per year (2). [A corresponding growth in annual railroad tonnage, measured in million gross tons (MGT), will also occur.] A reemergence of passenger rail, operating jointly on trackage with freight traffic, will be part of this train-mile (and MGT) increase. Continued growth of commuter rail traffic around major urban areas, coupled with the proposed development of incremental high-speed intercity passenger rail corridors, will add to the total rail traffic on the U.S. railroad network. Innovative designs will be required to support this growth, both by increasing capacity in a cost-effective manner and by improving the performance of existing track.
    [Show full text]
  • Rail Fastening System KS with SKL W12 for Wooden Sleepers and Bearers
    ISRAEL RAILWAYS LTD. INFRASTRUCTURE DIVISION Technical Specification for Manufacture and Supply of Rail Fastening System KS with SKL W12 for Wooden Sleepers and Bearers No. E-01-0001.1 December 2019 ISRAEL RAILWAYS LTD Rail Fastening System KS with SKL W12 for Wooden Sleepers No. E-01-0001.1 December 2019 CONTENTS 1. SCOPE ........................................................................................................ 2 2. REFERENCE DOCUMENTS ........................................................................ 2 3. DEFINITIONS ............................................................................................. 4 4. GENERAL REQUIREMENTS ....................................................................... 5 5. SUB-COMPONENTS - REQUIREMENTS ..................................................... 6 5.1. TENSION CLAMPS ..................................................................................... 6 5.2. BASE PLATES............................................................................................. 7 5.3. DOUBLE SPRING WASHERS ...................................................................... 8 5.4. SLEEPER SCREWS ................................................................................... 10 5.5. T-HEAD BOLT AND NUTS........................................................................ 11 5.6. FLAT WASHERS ....................................................................................... 13 5.7. RAIL SEAT PADS.....................................................................................
    [Show full text]
  • Rail Transit Track Inspection and Maintenance
    APTA STANDARDS DEVEL OPMENT PROGRAM APTA RT-FS-S-002-02, Rev. 1 STANDARD First Published: Sept. 22, 2002 American Public Transportation Association First Revision: April 7, 2017 1300 I Street, NW, Suite 1200 East, Washington, DC 20006 Rail Transit Fixed Structures Inspection and Maintenance Working Group Rail Transit Track Inspection and Maintenance Abstract: This standard provides minimum requirements for inspecting and maintaining rail transit system tracks. Keywords: fixed structures, inspection, maintenance, qualifications, rail transit system, structures, track, training Summary: This document establishes a standard for the periodic inspection and maintenance of fixed structure rail transit tracks. This includes periodic visual, electrical and mechanical inspections of components that affect safe and reliable operation. This standard also identifies the necessary qualifications for rail transit system employees or contractors who perform periodic inspection and maintenance tasks. Scope and purpose: This standard applies to transit systems and operating entities that own or operate rail transit systems. The purpose of this standard is to verify that tracks are operating safely and as designed through periodic inspection and maintenance, thereby increasing reliability and reducing the risk of hazards and failures. This document represents a common viewpoint of those parties concerned with its provisions, namely operating/ planning agencies, manufacturers, consultants, engineers and general interest groups. The application of any standards, recommended practices or guidelines contained herein is voluntary. In some cases, federal and/or state regulations govern portions of a transit system’s operations. In those cases, the government regulations take precedence over this standard. The North American Transit Service Association (NATSA) and its parent organization APTA recognize that for certain applications, the standards or practices, as implemented by individual agencies, may be either more or less restrictive than those given in this document.
    [Show full text]
  • Railway Investigation Report R04t0161 Derailment
    RAILWAY INVESTIGATION REPORT R04T0161 DERAILMENT CANADIAN NATIONAL FREIGHT TRAIN Q-111-31-25 MILE 184.4, BALA SUBDIVISION BURTON, ONTARIO 25 JULY 2004 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Derailment Canadian National Freight Train Q-111-31-25 Mile 184.4, Bala Subdivision Burton, Ontario 25 July 2004 Report Number R04T0161 Summary At approximately 0923 eastern daylight time on 25 July 2004, Canadian National freight train Q-111-31-25, proceeding northward at 43 mph, derailed 13 multi-platform intermodal cars carrying 88 containers at Mile 184.38 of the Bala Subdivision near Burton, Ontario. Approximately 2300 feet of track was destroyed. There were no injuries. No dangerous goods were released. Ce rapport est également disponible en français. - 2 - Other Factual Information The Accident On 25 July 2004, at approximately 0923 eastern daylight time,1 Canadian National (CN)2 expedited intermodal freight train Q-111-31-25 (the train) departed Parry Sound, Ontario, destined for Winnipeg, Manitoba (see Figure 1). The train consisted of 2 locomotives, CN 2542 and CN 5546, and 28 loaded intermodal cars, a mix of single-platform, three-platform, and five-platform articulated well cars. It was 5919 feet long and weighed approximately 5750 tons. The train crew was composed of a locomotive engineer and a conductor. They met fitness and rest standards and were familiar with the subdivision. The conductor, designated by CN as a conductor locomotive operator (CLO),3 was at the locomotive controls.
    [Show full text]
  • TR PANDROLTEXT Zanas New
    by ?, address 1 TRACK SUPPORT SYSTEMS An Investigation into the reduction of short pitch corrugation formation in Milan Underground ....................................................................................................................................................pages 3, 4, 5 & 6 by G Diana, M Bocciolone, A Collina, Politecnico de Milano, Department of Mechanics, Italy The Tseung Kwan O Extension for MTR Corporation Limited, Hong Kong ....................................pages 7, 8, 9 & 10 by Hayden Kingsbury, Engineering Manager, Barclay Mowlem The PANDROL VIPA System on the Podpec˘ Steel Bridge, Slovenia..............................................................pages 11 & 12 by Igor Basa,˘ Chief of the Postojna, Track Maintenance Section, Slovenian Railways PANDROL VANGUARD on Railtrack ...............................................................................................................................pages 13 & 14 by Derek Brimicombe, Railtrack Thameslink 2000 Project PANDROL VANGUARD Baseplate ..................................................................................................................pages 19 & 20 15 & 16 PANDROL FASTCLIP PANDROL FASTCLIP on Banestyrelsen..............................................................................................................................page 17 & 8 by Jan Faister Hansen, Banestyrelsen PANDROL FASTCLIP Baseplate Assembly on SEPTA ...............................................................................................pages19 & 20 by Tony
    [Show full text]
  • Elastic Behaviour of Continuously Embedded Rail Systems
    PERIODICA POLYTECHNICA SER. CIV. ENG. VOL. 46, NO. 1, PP. 103–114 (2002) ELASTIC BEHAVIOUR OF CONTINUOUSLY EMBEDDED RAIL SYSTEMS Eszter LUDVIGH Department of Highway and Railway Engineering Budapest University of Technology and Economics H–1521 Budapest, Hungary Received: March 31, 2001 Abstract Due to the rapid development of railway technologies new solutions spread widely. A fast development can be noticed in the field of fastening systems. This study expounds a new fastening type, the continuously embedded rail system. Its laboratory testing was carried out in the Railway Structural Laboratory of the Budapest University of Technology and Economics. Keywords: permanent way, elastic fastening system. 1. Introduction Probably one of the most spectacular developments that permanent ways went through since the beginning of the railways can be seen in the improvement of fastening systems. This development became more rapid in the last decades, espe- cially in the last few years. It can be explained by the increasing demands of railway transport due to the competitive situation between transport means. The demands railways have to satisfy are the reduction of travel time, punctuality and comfort. These improvements are realised in practice by high-speed tracks and generally by continuously increasing speed. But these demands of railway traffic increase the severity of requirements a permanent way has to meet. One of the most important aspects transportations are judged by is protection of the environment. Basically it can be stated that railway is an environment friendly means of transport. In spite of this fact the damaging influences that are mostly noise- and vibration nuisance have to be decreased.
    [Show full text]
  • Fastenings 17/09/02
    RAIL FASTENINGS CEC/DG/012 Produced by Civil Engineering Conference Issue 1 For use by all Railway Civil Engineering Staff March 2003 Note These guidelines have been produced for the benefit of the rail industry and it is the author’s intention to permit free copy and distribution. No action under copyright law will be pursued. Printed copies are available from Heron Press. Network Rail is part of the Network Rail group of companies. Disclaimer The information contained is believed to be correct at the time of publication but standards and specifications do change.The reader must ensure that they refer to their latest instructions which this document does not supersede. Civil Engineering Conference, its members and Network Rail have used their best endeavours to ensure that the content, layout and text of this document are accurate, complete and suitable for its stated purpose. Conference and Network Rail make no warranties, express or implied, that compliance with the contents of this document is sufficient on its own to ensure safe systems of work or operation. Each user is reminded of their own responsibilities to ensure health and safety at work and their individual duties under health and safety legislation. Neither Conference nor Network Rail will be held responsible for any loss or damage arising from the adoption or use of anything referred to or contained in this publication. The inclusion of a process or product in this document should not be construed as an endorsement of that process or product by the Conference and Network
    [Show full text]
  • Laboratory Investigation of the Skl-Style Fastening System’S Lateral Load Performance Under Heavy Haul Freight Railroad Loads ⇑ Donovan E
    Engineering Structures 139 (2017) 71–80 Contents lists available at ScienceDirect Engineering Structures journal homepage: www.elsevier.com/locate/engstruct Laboratory investigation of the Skl-style fastening system’s lateral load performance under heavy haul freight railroad loads ⇑ Donovan E. Holder a, Matthew V. Csenge a, Yu Qian a, , Marcus S. Dersch a, J. Riley Edwards a, Brandon J. Van Dyk b a Department of Civil and Environmental Engineering, the University of Illinois at Urbana-Champaign, Urbana, IL 61801, USA b Vossloh Fastening Systems America, 233 South Wacker Dr., Suite 9730, Chicago, IL 60606, USA article info abstract Article history: Throughout the international railway community, there are many different designs of elastic fastening Received 13 October 2016 systems that have been developed to meet a variety of design specifications and performance expecta- Revised 23 January 2017 tions. Historically, in North America, the most common types of fastening systems used for concrete Accepted 13 February 2017 crossties are the Safelok I or e-clip systems. In recent years railroads have begun implementing the Skl-style (W) fastening system with concrete crossties in existing and new heavy haul freight railroad mainlines. The magnitude of lateral force applied to the Skl-style fastening system is important informa- Keywords: tion for both design and application purposes. Despite this importance, the lateral force applied to the Skl-style fastening system Skl-style fastening system in a heavy haul freight railroad environment has never been quantified to date. Lateral load path Elastic fastening systems To better understand how the Skl-style system performs under the magnitude of lateral loads observed Concrete crossties on heavy haul freight railroads, research was conducted by the Rail Transportation and Engineering Concrete sleepers Center (RailTEC) at the University of Illinois at Urbana-Champaign (UIUC).
    [Show full text]
  • Railroad Tie Responses to Directly Applied Rail Seat Loading in Ballasted Tracks: a Computational Study
    Proceedings of the 2012 Joint Rail Conference JRC2012 April 17-19, 2012, Philadelphia, Pennsylvania, USA JRC2012-74149 RAILROAD TIE RESPONSES TO DIRECTLY APPLIED RAIL SEAT LOADING IN BALLASTED TRACKS: A COMPUTATIONAL STUDY Hailing Yu and David Jeong Structures and Dynamics Division John A. Volpe National Transportation Systems Center Research and Innovative Technology Administration U.S. Department of Transportation Cambridge, MA 02142, U.S.A. ABSTRACT shed light on the rail seat deterioration failure mechanisms This paper describes work in-progress that applies the observed in some concrete ties. finite element (FE) method in predicting the responses of individual railroad crossties to rail seat pressure loading in a INTRODUCTION ballasted track. Both wood and prestressed concrete crossties Ties are an integral part of a railroad track system which are examined. The concrete tie is modeled as a heterogeneous also includes rails, rail pads, insulators, fasteners and ballast. medium with prestressing wires or strands embedded in a The main functions of a railroad tie include supporting the rails concrete matrix. The constitutive relations employed in the and transferring rail forces to the ballast bed, maintaining track models are: elasticity followed by damaged plasticity for the gauge and rail inclination, and insulating the rails electrically. concrete material, linear elastic bond-slip relations with Because of the relatively short service lives of timber ties, potential initiation and evolution of damage to the bond for the alternative tie materials such as concrete, steel and plastic steel-concrete interfaces, orthotropic elasticity followed by composites have been employed or explored. In particular, failure dictated by orthotropic stress criteria for the wood ties, concrete ties can be engineered to meet specific service extended Drucker-Prager plasticity for the granular and requirements and add overall stability and performance to a frictional ballast material, and elastic half space for the railroad track structure.
    [Show full text]
  • TCRP Report 57: Track Design Handbook for Light Rail Transit
    Chapter 7-Aerial Structures/Bridges Table of Contents 7.1 INTRODUCTION 7-1 7.2 DESIGN CODES 7-l 7.3 VEHICLE FORCES 7-2 7.4 TRACK CONFIGURATION 7-2 7.5 RAIL/STRUCTURE INTERACTION 7-4 7.5.1 General 7-4 7.5.2 Bearing Arrangement at the Piers 7-6 7.5.3 Rail/Structure Interaction Analysis 7-6 7.54 Rail Break/Rail Gap Occurrences 7-7 7.5.5 Terminating CWR on Aerial Structures 7-10 7.5.6 Types of Deck Construction 7-l 1 7.5.6.1 Ballast Deck Construction 7-12 7.5.6.2 Direct Fixation Deck Construction 7-12 7.6 DIRECT FIXATION FASTENERS 7-13 7.7 TYPES OF SUPERSTRUCTURE 7-14 7.8 REFERENCES 7-17 List of Figures Figure 7.21 Vehicle Bending Moments on Simple Spans 7-1 Figure 7.5.1 Radial Rail/Structure Interaction Forces 7-s Figure 7.5.2 Bearing Configurations for Elevated Structure Girders 7-6 Figure 7.53 Rail Break Gap Size predicted by Finite Computer Model 7-9 Figure 7.54 Tie Bar on Aerial Crossover 7-l I Figure 7.7.1 Typical Section of Elevated Structure Studied 7-15 Figure 7.7.2 Range of Deck Costs as a Function of Span Length and Beam Spacing of Structure 7-15 Figure 7.7.3 Range of Supporting Bent Costs as a Function of Span Length of Structure 7-15 Figure 7.7.4 Range of Foundation Costs for Different Soil Conditions as a Function of Span Length of Structure 7-15 Figure 7.7.5 Range of Total Costs of Elevated Structural System as a Function of Span Length for Different Soil Conditions 7-16 Figure 7.7.6 Average Ratio of Cost of Each Structural Subsystem to Total Cost of Structure-Founded in Good Soils 7-16 7-i Light Rail Track Design Handbook Figure 7.7.7 Average Ratio of Cost of Each Structural Subsystem to Total Cost of Structure-Founded in Poor Soils 7-16 Figure 7.7.8 Average Ratio of Cost of Supporting Structure and Foundation to Cost of Deck Structure for Different Soil Conditions 7-17 List of Tables Table 7.1 Effects of Unbroken Rail and Column Longitudinal Stiffness on Loads Transferred to the Substructure 7-8 Table 7.2 Comparison of Rail Break Gap Size by Different Formulas 7-10 7-ii CHAPTER 7-AERIAL STRUCTURES/BRIDGES 7.1 INTRODUCTION structures.
    [Show full text]
  • Development of a Dynamic Track Measuring Device for Gauge and Twist to Reduce Derailment Accidents
    Computers in Railways XVI 253 DEVELOPMENT OF A DYNAMIC TRACK MEASURING DEVICE FOR GAUGE AND TWIST TO REDUCE DERAILMENT ACCIDENTS YOSUKE TSUBOKAWA & TOMOYUKI ISHIKAWA Railway Technical Research Institute, Japan ABSTRACT The track measuring car is very expensive, so static measurement is being carried out not only at regional railway operators but also at major railway operators when it comes to lines in the yard. However, the device for static measurement is lightweight, so it is not possible to obtain dynamic track irregularities due to the wheel load and lateral force during a vehicle running. Therefore, in such a section of the line, a derailment accident may occur when dynamic track irregularity is large due to deterioration of track materials. From the above, with the aim of further reducing derailment accidents, we are developing a low cost measuring device for measuring gauge and twist affecting the driving safety of the vehicle which can be easily mounted on a motor car. This device measures the relative displacement between the device and the rail by the two-dimensional laser sensor and can display the rail profile of the measurement position during data processing. Therefore, when large measurement values are seen, it is possible to grasp whether there is a significant track irregularity at the site or an error at the time of measurement. In addition, we developed a mounting method using the traction coupler of track motor car or bolts for installing the guard iron of passenger vehicles, and carried out the running test at a speed of up to 40km/h to confirm the measuring performance.
    [Show full text]