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END OF FIRST
PRESENTER
DESIGN OF PRE-STRESSED CONCRETE SLEEPERS
First Concept
introduction
where
Qx = the load carried by any sleeper, per rail, in kilonewtons, for a single wheel at
distance x
x = distance from the sleeper to the wheel load, in metres
zx = rail deflection at distance x from a point load
s = sleeper spacing, in metres
Q = static wheel load, in kilonewtons
λ = (k/4EI)0.25
k = track modulus, in megapascals
E = Young's modulus for the rail
steel, in megapascals
I = second moment of area for the
rail section, in metres
RAIL SEAT LOAD
The value of the rail seat load (R) shall be based on the impact and load
distribution factors determined in accordance with Clauses 4.2.1 and 4.2.2
and shall be calculated as follows:
R = jQ DF/100 .
BALLAST AND BALLAST PRESSURE
The maximum ballast pressure shall be determined from loading conditions
similar to those for the maximum positive bending moment at the rail seat (see
Clause
4.3.2.1 and Table 4.1). This maximum ballast pressure )( ab p is based on a
uniform pressure distribution beneath each rail seat and is calculated using
the appropriate equation from Table 4.1.
Table 4.1 maximum ballast
pressure
LATERAL LOADS
In order to prevent gauge-widening under traffic, fastenings shall
restrain the rail from lateral movement when a lateral load is applied at the
rail head in addition to vertical wheel load as specified in Clause 4.2.1.1.
AS 1085.19 provides requirements for resilient fastenings (see Section 5).
LONGITUDINAL LOADS
The rail shall be restrained to avoid excessive longitudinal movement. A minimum
longitudinal restraint force of 10 kN per rail seat shall be allowed. Maximum movement of
the rail relative to the rail seat under such a load shall not exceed the values given in
AS 1085.19 (see Section 5).
RAIL SEAT NEGATIVE DESIGN BENDING MOMENT
The rail seat negative design bending moment (MR−) shall be not less than 67 percent of
the rail seat positive design bending moment or 14 kNm, whichever is greater.
MOMENTS AT CENTRE
CENTRE POSITIVE DESIGN BENDING MOMENT
The maximum positive bending moment of the sleeper shall be based on a
pressure distribution beneath each rail seat, similar to that shown in Figure 4.2(a).
The length of the ballast pressure distribution beneath each rail seat and the centre
positive design bending moment (MC+) shall be calculated from the appropriate
equation given in Table 4.3.
CENTRE NEGATIVE DESIGN BENDING MOMENT
The maximum negative bending moment shall be taken to occur at the centre of
the sleeper, under partially or totally centrebound conditions producing tensile stress
at the top and compressive stress at the underside of the sleeper.
The value of the centre negative design bending moment (MC−) for track gauge
of 1600 mm and greater is based on a ballast pressure distribution as shown in
Figure 4.2(b) and is calculated as follows:
The value of the maximum centre negative bending moment (MC−) for track gauge of
1435 mm is based on a uniform distribution of ballast pressure on the sleeper soffit
and is calculated as follows:
LOSS OF PRESTRESS
The loss of pre-stress shall be determined by the methods specified in
AS 3600. For preliminary design, a value of 25 percent may be assumed.
NOTE: A lower value of total loss may be considered if it can be
proven by testing (see Paragraph E7, Appendix E).
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