Continuously welded rail can be constructed through a bridge with various structures.
The Technical Specifications of D.12/H. of Hungarian State Railways (MÁV) specifies
that a continuously welded rail (CWR) track can be constructed through a bridge without
being interrupted if the expansion length of the bridge is not longer than 40 m. If
the expansion length of a bridge is greater than 40 m, the continously welded rail
should normally be interrupted, a rail expansion joint has to be constructed.
I have carried out several test series according to standard EN 13146-1:2012 in the
Laboratory of the Department of Highway and Railway Engineering, Budapest University
of Technology and Economics, in order to determine the longitudinal stiffness and
the longitudinal rail restraint of different rail fastenings (eg. Geo, Skl12, W14,
etc.) to model the interaction of the rail and bridges precisely.
The aim of my research is to create finite-element models with which the interaction
of continuosly welded rail and bridges can be calculated. The longitudinal normal
forces in the rail, in the structure of the bridge and the fixed bearing and the relative
displacement between the rail and the bridge can be determined with this calculation
procedure. I developed the model for bridges with wooden sleepers as well as those
with ballasted tracks.
I demonstrate the results of my finite-element models in case of an expansion length
of a bridge with 40 m that is the maximum permissible length for CWR without rail
expansion joints. I also analise my results obtained on bridges with 70 m and 100
m.
The goal of my paper is to provide technical solutions of track structures on bridges
with ballasted track so a continuously welded rail can be constructed through the
bridge from an earthwork without interruption, so rail expansion joints can be omitted.
