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Keywords: railway bridge, railway maintenance, bridge approach, soft baseplates, soft fastening systems, dynamic responses, vibration suppression, track-bridge systems.

Summary

Railway bridge approaches or bridge ends often suffer from a combination of dynamic wheel/rail interaction and poor formation compaction due to construction difficulties, resulting in an initial short-wavelength track settlement at the first few sleeper bays near the bridge over a short period under revenue services. This settlement then further induces impact loading that aggravates the differential settlement, causing downtime or restricted railway operation; and importantly more frequent maintenance, which is costly and time-consuming. Principally, the stiffness transition zones can be optionally designed to either: (1) provide a gradual increase in the stiffness of ballasted track to match that of the stiffer track (stiffness ramping); or (2) equalise the stiffness and rail deflection, usually by controlling the resilience of rails on the stiffer track, or by adding more resiliency to the stiffer track.

This paper demonstrates an application of special soft baseplates and fastening systems to isolate the dynamic conditions transferring from the transom steel bridge to the ballasted track at the bridge ends. The method appears to be useful for both green- and brown-field maintenance approaches. The soft baseplates can filter dynamic impact content from the aggressive loading conditions and provide longer-wavelength load redistribution over the railway track infrastructure. The field trail was conducted at a railway bridge in New South Wales, Australia. This paper presents the field performance and the dynamic behaviour and responses of railway bridge ends improved by the soft baseplates and fastenings. Based on the vibration measurements, the new bridge end improvement method can well suppress vibrations at the bridge ends. The data shows that the lesser vibrations are transferred to the ballast layer. In addition, the track geometry data from the track inspection vehicle 'AK Car' shows a slower deterioration process at the bridge end.

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Front Page Browse CCP CSETS CTR IJRT Other Authors Search Purchase Guide FAQ Contact us	Civil-Comp Proceedings ISSN 1759-3433 CCP: 110 PROCEEDINGS OF THE THIRD INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE Edited by: J. Pombo Paper 197 Effectiveness of Soft Baseplates and Fastenings to Mitigate Track Dynamic Settlement at Transition Zones on Railway Bridge Approaches S. Kaewunruen¹, A.M. Remennikov² and A. Aikawa³ ¹Birmingham Centre for Railway Research and Education, The University of Birmingham, United Kingdom ²School of Civil, Mining and Environmental Engineering, University of Wollongong, Australia ³Track Dynamics Laboratory, Rail Dynamics Division, Railway Technical Research Institute, Hikari-cho, Kokubunji, Tokyo, Japan doi:10.4203/ccp.110.197 purchase the full-text of this paper Full Bibliographic Reference for this paper S. Kaewunruen, A.M. Remennikov, A. Aikawa, "Effectiveness of Soft Baseplates and Fastenings to Mitigate Track Dynamic Settlement at Transition Zones on Railway Bridge Approaches", in J. Pombo, (Editor), "Proceedings of the Third International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Stirlingshire, UK, Paper 197, 2016. doi:10.4203/ccp.110.197 Keywords: railway bridge, railway maintenance, bridge approach, soft baseplates, soft fastening systems, dynamic responses, vibration suppression, track-bridge systems. Summary Railway bridge approaches or bridge ends often suffer from a combination of dynamic wheel/rail interaction and poor formation compaction due to construction difficulties, resulting in an initial short-wavelength track settlement at the first few sleeper bays near the bridge over a short period under revenue services. This settlement then further induces impact loading that aggravates the differential settlement, causing downtime or restricted railway operation; and importantly more frequent maintenance, which is costly and time-consuming. Principally, the stiffness transition zones can be optionally designed to either: (1) provide a gradual increase in the stiffness of ballasted track to match that of the stiffer track (stiffness ramping); or (2) equalise the stiffness and rail deflection, usually by controlling the resilience of rails on the stiffer track, or by adding more resiliency to the stiffer track. This paper demonstrates an application of special soft baseplates and fastening systems to isolate the dynamic conditions transferring from the transom steel bridge to the ballasted track at the bridge ends. The method appears to be useful for both green- and brown-field maintenance approaches. The soft baseplates can filter dynamic impact content from the aggressive loading conditions and provide longer-wavelength load redistribution over the railway track infrastructure. The field trail was conducted at a railway bridge in New South Wales, Australia. This paper presents the field performance and the dynamic behaviour and responses of railway bridge ends improved by the soft baseplates and fastenings. Based on the vibration measurements, the new bridge end improvement method can well suppress vibrations at the bridge ends. The data shows that the lesser vibrations are transferred to the ballast layer. In addition, the track geometry data from the track inspection vehicle 'AK Car' shows a slower deterioration process at the bridge end. purchase the full-text of this paper (price £22) go to the previous paper go to the next paper return to the table of contents return to the book description purchase this book (price £85 +P&P)
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