Abstract
In this study, the measured track impact factor induced by the wheel–rail contact impact force of each test section (two continuous welded rails on slab tracks and rail joint on a ballasted track) was compared with the design track impact factor under service conditions of a curved light-rail transit system. The measured track impact factor (TIF) was estimated from the measured dynamic wheel load and vertical rail displacement at each test section. In the case of the rail joint section, the rail joint was found to directly affect the track impact factor. Moreover, the dynamic wheel load fluctuation and vertical rail displacement were found to be significantly greater than those of the continuous welded rails (CWRs) on slab tracks. In addition, vertical rail displacements were measured by field measurement and finite element analysis (FEA) was conducted to simulate dynamic wheel load on the jointed rail. Using the field measurements, the rate of dynamic wheel load fluctuation and the TIF were calculated for the CWR and rail joint sections. Subsequently, the calculated TIF values were analytically validated through a comparison with the measured vertical rail displacement, the results of FEA, and the designed TIF for rail joints and CWRs. Finally, the TIF measured by field measurement was compared with the result predicted by FEA. The difference between the results of field measurements and FEA for vertical rail displacement was within approximately 4%.
Highlights
The track structure of a light-rail transit system is designed to pass through a city center or connect with other transportation systems both inside and outside a city
The wheel load subjected to a passing train includes the static load owing to the weight of the train, and the effect of the dynamic impact load, which is a result of train speed
The track impact factor (TIF) can be calculated by comparing the dynamic wheel load measured through field measurements [2]
Summary
The track structure of a light-rail transit system is designed to pass through a city center or connect with other transportation systems both inside and outside a city. In the “Field Measurement” section, the dynamic wheel–rail contact impact forces are investigated and discussed with the TIF of the rail joint and CWRs. The field measurements were performed using operational trains on different track types such as CWRs of concrete slab tracks in the main line and rail joints of ballasted tracks in the vehicle base. The field measurements were performed using operational trains on different track types such as CWRs of concrete slab tracks in the main line and rail joints of ballasted tracks in the vehicle base Using these measurements, the rate of dynamic wheel load fluctuation and the TIF were calculated for the CWR and rail joint sections. The TIF measured by field measurement was compared with the result predicted by FEA
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