midas Bridge 

Comparison for Theoretical and Software

Output for RSI
February 18, 2022

   

BLOG BRIDGE INSIGHT

Comparison for Theoretical and Software Output for

RSI
 
Table of Contents
 
1. Introduction

2. Why Do We Need Rail Structure Interaction (RSI) Analysis?

3. Guidelines for RSI Analysis

4. Comparison for Theoretical and Software Output for RSI

5. Conclusion
midas Bridge 
 
 

1. Introduction
 
Most of the modern railways use continuous welded rail (CWR), sometimes referred to as long weld rails
(LWR). These rails are welded together by flash butt welding to form one continuous rail that may be several
kilometers long. There are various benefits of using CWR over jointed tracks. As there are a few joints:

This form of track is very strong

Provides a smooth ride

Needs less maintenance

Train can travel at higher speed with less friction

Figure 1. Welded Rail Joint

 
 
CWR is more expensive to lay as compared to jointed tracks but has much lower maintenance
costs. Also, the reduction in impact force leads to an increase in the life span of CWR.
 
2. What is a P- Why do we need Rail Structure Interaction (RSI) analysis?
   midas Bridge 
CWR over a bridge structure typically experiences a large amount of additional longitudinal
axial forces due to longitudinal rail-structure interaction (track bridge interaction) due to train
vertical, braking/traction load effect, and temperature change. Therefore, it is essential to
ensure buckling stability by compressive stress and fracture by tensile stress due to the
above-mentioned loading effects.

RSI analysis focuses on the following key design actions:

∴ RAIL

• Forces attracted by the rail and the resulting additional axial rail stresses due to combined
effect of temperature, vertical and braking/traction load.

• Longitudinal relative displacement between deck and rail under these load effects to ensure
the stability of the ballast in the bridge.

∴ BRIDGE

• Forces and bending moment attracted by the substructure including pier column, pile cap,
and piles.
 

3. Guidelines for RSI Analysis

 
UIC- UIC, is the worldwide professional association representing the railway sector and promoting rail
transport. UIC has been a standards-setting organization since its creation in 1922, and technical
harmonization of the railway system remains one of its core objectives. Its members — the operators of the
world’s railways — have, over the years, developed the “UIC code” comprising UIC leaflets, which define
common rules to ensure safety and efficiency in the design, construction, operation, and maintenance of the
railway system.
UIC 774-3 leaflet provides a sound basis for RSI analysis of bridges. It provides design graphs for various
spans, support conditions, and loading. Using these curves the interaction stresses in the rail can be found.
However, there are limitations to the manual method of calculation of stresses. Manual approach is fine up
to 2-3 spans, it cannot be applied to bridges with large number of spans as the process becomes tedious
and the stresses obtained are also not accurate. For such structures, computer-assisted interaction analysis
should be performed. UIC 774-3 also provides recommendations for computer-assisted interaction analysis.
 
 midas Bridge 

Fig 2. Structural diagram for the evaluation of track-bridge interaction effect

 

Fig 3. Simplified structural model for interaction analysis

 
Depending on the importance and the structural scheme of the bridge. Different types of
analyses can be made at different levels of accuracy. Two major categories of analyses
considered are:
1. Simplified separate analysis for thermal variations, braking/acceleration, and vertical forces

2. Complete analysis of the joint effects of thermal variations, braking/acceleration, and

vertical forces
 midas Bridge 

Fig 4. Yield of track in case of simplified separate and complete analysis

 

4. Comparison for Theoretical and Software Output for RSI

 
Below shown is a comparison of stresses and support reaction for a simply supported deck with one fixed
elastic support between manual stresses calculated based the theoretical method given in UIC 774-3 and
stresses obtained for the same bridge modelled in midas Civil.
 
Bridge Data:                                                         
Deck length, L= 75 m                                             
Fixed support at one end, no friction in the movable bearing
Modulus of Elasticity: 2.10E+08 kN/㎡

I: 2.59 m4, A: 0.74 m2, H (Depth of section): 6.00 m, ω (location of centroid from top): 1.21 m,

γ = ω/H: 0.202, ΘH[LM 71] : 7.90 mm

Thermal Coefficient: 1.00E-05/℃

Temperature variations for the rails, ΔTrails : +/-50℃

Temperature variations for the deck, ΔTdeck:+/-35℃

Load due to braking and acceleration:20 kN/m

 
Calculation of stresses as per UIC 774-3: The stresses in rail are calculated based on the interaction
diagrams due to braking and temperature variation for simply supported deck with single track given in
Appendix A and Appendix B of UIC 774-3. The summary of stresses are shown below:
Temperature Stresses:

σrail (fixed) [ ΔT] = 11 N/mm2

σrail (movable) [ ΔT] = 34 N/mm2

Braking stresses:

σrail (fixed) [Braking] = 32.5 N/mm2

σrail (movable) [Braking] = 32.5 N/mm2

Vertical bending:
midas Bridge
σrail (fixed) [ΘH] = 0 
σrail (movable) [ΘH] = 13 N/mm2
Total stress at fixed end :         

1.0 x σrail (fixed) [ ΔT] +1.0 x σrail (fixed) [ Braking] + 1.0 x σrail (fixed) [ΘH]  
11 + 32.5 + 0 = 43.5 N/mm2  
Total stress at free end :  
1.0 x σrail (movable) [ ΔT]+1.0 x σrail (movable)[Braking]+1.0 x σrail (movable) [ΘH]
 
 
34 + 32.5 + 13 = 79.5 N/mm2
 
 
midas Civil Output:

Fig 5. Stresses in rail due to temperature loading

 
Temperature stresses:
σrail (fixed) [ ΔT] = 36.36 N/mm2
σrail (movable) [ ΔT] = 41.48N/mm2
 
 
 midas Bridge 

Fig 6. Stresses in rail due to vertical bending

Vertical Bending stresses:
σrail (fixed) [ ΔT] = 15.34 N/mm2

σrail (movable) [ ΔT] = 18.91 N/mm2

 

Fig 7. Stresses in rail due to baking load

 
Braking Stresses:
σrail (fixed) [ ΔT] = 1.82 N/mm2

σrail (movable) [ ΔT] = 3.2N/mm2

 
The comparison of stresses in rail for manual calculation and software results is shown below:
Stresses Temp.(Mpa) Vertical(Mpa) Braking (Mpa) Total(Mpa) var. %
σrail(fixed)manual 11 0 32.5 43.5 19%
σrail(fixed)midas 36.36 15.34 1.82 53.52
σrail(free)manual 34 13 32.5 79.5 -25%
σrail(free)midas 41.48 18.91 3.2 63.59
Table 1. Comparison of stress from manual procedure and Midas Civil
 

5. Conclusion
 
midas Bridge
It can be seen from the above comparison that the manual method mentioned in UIC 774-3 gives a 
conservative estimate of the stresses in rail due to interaction. The same is mentioned in UIC as well.
However, the point to notice here is due to the continuity of rail which is accounted in midas Civil the
stiffness distribution of the structural changes resulting in change in stress distribution. This can be
evidently seen in this example. Hence for larger bridges with multiple spans software-based interaction
analysis is a better option as it more accurately captures the stiffness of structure due to continuity of rail.
 
 

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About the Author

Anuj Asati | Senior Structural Engineer | MIDAS IT India

Anuj is currently working with MIDAS IT as a Senior Structural/Bridge engineer. He has over 4
years of experience in the design and review of bridge/building projects. He has performed
rail-structure interaction for various major railway bridges in India. He pursued his Master's
Degree from IIT Madras and is experienced in handling complex technical issues related to
midas
bridge Bridge
engineering projects. 

 Topics

Bridge Analysis midas Civil Bridge Insight Rail Structure Interaction UIC Code RSI

Continuous Welded Rail

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