c. tyler dick, p.e. - university of kentuckyjrose/ce533_html... · tyler.dick@hdrinc.com |...

C. Tyler Dick, P.E. HDR Engineering Inc.

Railway geometry is designed with a specialized application running within a CAD program

InRail or Geopak most common

Both run inside MicroStation

Civil3D within AutoCAD is also used

MicroStation CAD platform Generates, manipulates and prints graphics

Displays aerial images, backgrounds

Layer drawings into design plans

InRail or Geopak Design Software Intelligent “brains & math” behind graphics

Ties track alignment and profile geometry to graphics

Stores elevation and terrain model data for existing ground and proposed subgrade surfaces

Early days of computing, method of math processing leads to efficiency in certain areas

MicroStation for large spatial civil projects AutoCAD for detailed mechanical design

Many State DOTs adopted MicroStation

Railways and consultants did the same

Some structures work with AutoCAD, used for rail design in states with “AutoCAD DOTs”

MicroStation and AutoCAD interfaces converging over time… MS v8i offers complete cross-functionality

Bentley InRail is a specialized version of the InRoads highway design software

95% of the commands and functions are the same

Same workflow

InRail offers additional capability for turnouts, superlevation, rail design criteria

6 Turnout commands Rail design options

Aerial and ground survey

Geotechnical field investigation

Track design

Horizontal and vertical geometry

Subgrade, earthwork and basic drainage

Culverts and special ditches

Roadway crossings and signage

Bridge and facilities design support

InRail

Survey

Contours and topo information provided in AutoCAD or MicroStation format

Aerial images may also be provided

Use InRail and survey drawing to create 3D model of existing ground

Digital Terrain Model or “DTM”

Network of triangles represents the surface

Preliminary Route Detailed Topo

Horizontal Alignment

Vertical Alignment (Profile)

Preliminary Subgrade Earthwork Quantities

Typical Section

Preliminary Limits of Cut and Fill

Preliminary ROW Final Geometry (H&V)

In ROW?

Balanced?

Grades OK?

Can set design criteria to auto-generate curves, spirals and super elevation based on track design speed and maximum super elevation

Design vertical curves by “R” value for track design

Can also automate with design criteria

DTM & Typical Section Template Final Geometry

Corridor & Preliminary Earthwork Model

Set Special Ditch Profiles

Detailed Earthwork Model

Final Limits of Cut and Fill

Final ROW Final Cross Sections

In ROW?

Hydraulic check

Final Quantities

Define subgrade and ditch width, side slopes

Assign templates to horizontal and vertical geometry

Preview cross sections

Profile

X-section

Templates create 3-D proposed subgrade earthwork surface

Cut with Ditches

Locomotive cab perspective view of proposed and existing earthwork surfaces

Cut with Ditches

Proposed Centerline

Detailed earthwork model and DTM combined into proposed terrain

Drainage area analysis determines flows and culvert locations

Culverts sized using hydraulic analysis programs outside CAD

Roadway crossings

Layout of panels, protection devices

Horizontal and vertical reconstruction

Culverts to carry ditches under roadways

Locate signage, derails, bumping posts

Coordinate with bridge and/or facilities designers

Railway geometry and earthwork sections

Quantities & Cost Estimates

Project Layout

Geometry and Quantity Summaries

Typical Sections

Plan and Profile Track

Culvert

Roadway

Cross Sections

Standard Details

Sign Layouts

Grade Crossing Layouts

Drainage Area Map

Bridge/Facility Drawings

Standard CAD tools used to create

sheets from rail design program output

MicroStation v8i and InRail (Bentley Rail Track v8i) are available on a student/faculty academic license from Bentley

Individual and institution licenses available

www.bentley.com

Training & learning Academic program

Educators

Students

Presentation Author Tyler Dick Professional Associate, Engineer-Rail HDR Engineering 600 West 6th Street, Suite 100 | Fort Worth, TX 76102 817.333.2803 tyler.dick@hdrinc.com | hdrinc.com …….

It is the author’s intention that the information contained in this file be used for non-commercial, educational purposes with as few restrictions as possible. However, there are some necessary constraints on its use as described below.

Copyright Restrictions and Disclaimer:

The materials used in this file have come from a variety of sources and have been assembled here for personal use by the author for educational purposes. The copyright for some of the images and graphics used in this presentation may be held by others. Users may not change or delete any author attribution, copyright notice, trademark or other legend. Users of this material may not further reproduce this material without permission from the copyright owner. It is the responsibility of the user to obtain such permissions as necessary. You may not, without prior consent from the copyright owner, modify, copy, publish, display, transmit, adapt or in any way exploit the content of this file. Additional restrictions may apply to specific images or graphics as indicated herein.

The contents of this file are provided on an "as is" basis and without warranties of any kind, either express or implied. The author makes no warranties or representations, including any warranties of title, noninfringement of copyright or other rights, nor does the author make any warranties or representation regarding the correctness, accuracy or reliability of the content or other material in the file.

Dr. Jerry G. Rose, PE Professor of Civil Engineering University of Kentucky

Kentrack is a computer program designed to analyze a railway track segment as a structure

Uses Bousinessq’s Elastic Theory

Uses Burmister’s Multi-Layer System and Finite Element Analysis to perform calculations

Critical Stresses and Strains are Calculated at Various Interfaces within the Track Structure

Design Lives are Predicted

Based on Fatigue Effects (Cumulative Damage Criteria) of Repeated Loadings

Uses DAMA Program – Developed for Highway Pavements (Applicability for RR Trackbeds?)

Originally Kentrack was written in FORTRAN for DOS operation

Since been upgraded to a Windows Platform

3.0 was written in Visual Studio using a .Net Framework in C#

The original development goal was to analyze traditional All-Granular trackbeds and Asphalt Underlayment trackbeds

3.0 has the option for All-Granular

Asphalt Underlayment

Combination – Granular & Asphalt

Superposition of Loads

Finite Element Method

Used to calculate the stress and strain in the rail and tie

En-1 n-1

Multilayered System

Used to calculate the stress and strain in each layer

Each type of trackbed is composed of different materials

All-Granular trackbed layers include Ballast, Subballast, and Subgrade

Asphalt trackbed layers include Ballast, Asphalt and Subgrade

Combination trackbed layers include Ballast, Asphalt, Subballast, and Subgrade

Different equations are used to describe the properties of each material

Ballast

In new trackbeds the ballast behaves non-linearly

In aged trackbeds the ballast behaves linearly

Subgrade

Behaves as a linear elastic material

)21( 0321 Kz

Asphalt is a visco-elastic material

The dynamic modulus depends on the following:

Temperature

Aggregate passing the No. 200 sieve in %

Volume of bitumen %

Volume of air voids %

Asphalt viscosity

Load frequency

Damage Analysis

Based on minor linear damage analysis criteria

Performance is based on periods For Kentrack this is four seasons

Predicted number of repetitions

•Each car equals one repetition

Predicted number of repetitions Wheel Load = 36000 lb/wheel

For one car the total weight = 36000 lb/wheel x 8

= 286,000 lb/rep / 2000

= 143 ton/rep

The number of repetitions assumed per year = 200,000 rep/yr

The traffic per year = 200,000 rep/yr x 143 ton/rep

= 28,600,000 GT/yr / 1 x 106

= 28.6 MGT/yr

Excessive permanent deformation controls failure

Deformation is governed by the vertical compressive stress on the top of the subgrade

Based on Highway experience

The number of allowable repetitions before failure

583.3734.3510837.4 scd EN

Fatigue cracking controls failure

Fatigue cracking is governed by the tensile strain in the bottom of the asphalt

Based on highway experience

The number of allowable repetitions before failure

853.0291.30795.0 ata EN

All-Granular Trackbed

Vertical Compressive Stress on Subgrade

Asphalt Trackbed

Vertical Compressive Stress on Subgrade, Tensile Strain at Bottom of Asphalt

Combination Trackbed

Vertical Compressive Stress on Subgrade, Tensile Strain at Bottom of Asphalt

Figure 4a. Effect of Subgrade

Modulus on Subgrade

Compressive Stress.

Figure 4b. Effect of Subgrade

Modulus

on Asphalt Tensile Strain.

Copyright Dr. Jerry G. Rose, 2012 – All

Rights Reserved

Figure 5a. Effect of

Subgrade Modulus on

Subgrade Design Life.

Figure 5b Effect of

Subgrade Modulus on

Asphalt Design Life.

Rights Reserved

Figure 6a. Effect of Ballast

Thickness and Subgrade Modulus

on Subgrade Compressive Stress

for All-Granular Trackbed.

Figure 6b. Effect of Ballast

on SubgradeDesign Life for

All-Granular Trackbed.

Rights Reserved

Figure 7a. Effect of Asphalt

on SubgradeCompressive Stress for

Asphalt Trackbed.

Figure 7b. Effect of Asphalt

on Subgrade Design Life for

Asphalt Trackbed.

Rights Reserved

Figure 7c. Effect of Asphalt

Thickness and Subgrade

Modulus on Asphalt Tensile

Strain for Asphalt Trackbed.

Figure 7d. Effect of Asphalt

Modulus on Asphalt Design

Life for Asphalt Trackbed.

Rights Reserved

Figure 8a. Effect of Ballast

Modulus on Subgrade

Compressive Stress for Asphalt

Trackbed.

Figure 8b. Effect of Ballast

Modulus on Subgrade Design

Rights Reserved

Figure 8c. Effect of Ballast

Modulus on Asphalt Tensile

Strain for Asphalt Trackbed.

Figure 8d. Effect of Ballast

Modulus on Asphalt Design

Rights Reserved

Kentrack --- Layer-Elastic, Finite Element Computer Program

Highway Structural Design Program Adapted to Railway Loading Configurations and Magnitudes

Considers the Fatigue Lives of Various Layers for Repeated Loadings

Damage Analysis Predictions Based on Highway Failure Criteria

Uses the DAMA Program

Believed to be More Severe than Rail-Road Loadings and Environments

Thus -- Conservative Analysis?

Kentrack --- Outputs are Performance Based

Calculate Stresses and Strains within the Track Structure

Predict Design Lives of Various Layers

Evaluate Effects of Varying Loadings and Track Parameters

Principle Factor -- Limit Subgrade Stress

Questions ??? www.engr.uky.edu/~jrose

jrose@engr.uky.edu

Presentation Author

Jerry G. Rose, PE

University of Kentucky

College of Engineering

Civil Engineering Department

261 Raymond Building

Lexington, KY 40506-0281

Phone: (859) 257-4278

Email: jrose@engr.uky.edu

It is the author’s intention that the information contained in this file be used for non-commercial, educational purposes, with

as few restrictions as possible. However, there are some necessary constraints and warnings regarding its use as described

below.

Copyright Restrictions and Disclaimer: This Powerpoint (ppt) file is the property of the author(s) who retains the copyright, but offers it for use at no cost for noncommercial, educational purposes. Written permission must be obtained from the author to publish or use in any way other than the intended purpose described above.

Please be advised that the materials (photos, graphics, etc.) used within this ppt file have come from a variety of sources and have been assembled here for personal use by the author for educational purposes. The copyright for some of the images and graphics used in this presentation may be held by others. Where possible, this copyright information is listed. Regarding these materials, users may not change or delete any author attribution, copyright notice, trademark, or other legend. Users of this material may not further reproduce it without permission from the copyright owner and it is the sole responsibility of the user to obtain such permissions as necessary. Regarding these materials, you may not, without prior consent from the particular copyright owner, modify, copy, publish, transmit, adapt, or in any way exploit the content. Additional restrictions may apply to specific images or graphics as indicated herein.

The contents of this file are provided on an "as is" basis and without warranties of any kind, either express or implied. The author makes no warranties or representations, including any warranties of title, noninfringement of copyright or other rights, nor does the author make any warranties or representation regarding the correctness, accuracy, or reliability of the content or other material in the file.

Line-of-Road Simulation Tool Samuel L. Sogin Graduate Research Assistant University of Illinois

Network capacity analysis model

“RTC is a powerful software package that dispatches trains using the same elements as a human dispatcher.”

What if? analyses Adding Infrastructure

Sidings Signals Double track

Operational changes

Rerouting Higher volumes Shorter dwells

Future Case

“What-if” Schedules

Impact

Growth Market Shift

Speed Rail Train Size

Network

Track Layout

Signals

Switches

Speed Limits

Grades

Curvature

Trains

Origin and Destinations

Dwells

Crew Changes

Locomotives

Consist

Priorities

Meet/Pass Logic

Internal Train

Performance

Calculator

Priorities

Outputs

Built of link and nodes Link Types

— Foul

— Crossover

— Turnout

— Road Crossing

— Signaled Siding

— Controlled Siding

— Main

— Industrial

— Storage

— Passenger Station

— Yard

— Foreign

Nodes Identify — Signal

— Switch

— Diamond

— Change in grade

— Change in

curvature

— Change in speed

Detailed network information:

Grade crossings

Speeds

Curvature

Elevations

Configuration

Sources of data:

Engineering database

Track charts

Timetables

Engineering drawings

Yard maps

Google/Bing Maps

0.930 Curvature

-0.052 Grade

55/50 Speed

Track Charts

139.230 141.460 139.370

2.11 Curvature

0.313 Grade

50/40 Speed

142.450 143.610 143.976

0.75 Curvature

0.385 Grade

50/40 Speed

0.30 Curvature

0.407 Grade

50/40 Speed

Main 1

142.800

2.08 Curvature

-0.024 Grade

50/40 Speed

2.60 Curvature

0.000 Grade

50/40 Speed

2.75 Curvature

0.000 Grade

55/50 Speed

1.87 Curvature

-0.230 Grade

55/50 Speed

Signal BA 141.4 Orleans Rd CP 139

Train consist characteristics

Tonnage

Length

Loaded/empty cars

Number and type of locomotives

Train route characteristics

Origin

Destination

Crew change locations

Turnaround locations

Pick-up and set-out locations

Other data sources:

OS reporting

Dispatching replays

String-lines

Human sources:

Planners

Division managers

Trainmasters

Yardmasters

Network

Track Layout

Signals

Switches

Speed Limits

Grades

Curvature

Trains

Dwells

Crew Changes

Locomotives

Consist

Priorities

Meet/Pass Logic

Internal Train

Performance

Calculator

Priorities

Outputs

Network

Track Layout

Signals

Switches

Speed Limits

Grades

Curvature

Trains

Dwells

Crew Changes

Locomotives

Consist

Priorities

Meet/Pass Logic

Internal Train

Performance

Calculator

Priorities

Outputs

Network

Track Layout

Signals

Switches

Speed Limits

Grades

Curvature

Trains

Dwells

Crew Changes

Locomotives

Consist

Priorities

Meet/Pass Logic

Internal Train

Performance

Calculator

Priorities

Outputs

Priority-based dispatching

Train type specific

Coal min: 3500 initial:5000 max:6500

Intermodal min: 4500 initial:6000 max:7500

Increases and decreases based on early or late time versus prorated schedule

Peaks when hours of service approaches for crews

Q10001 V10001

5000 6000

Q10001

V10001

When trains become tangled RTC will rewind, make changes and attempt to resolve

The model will fail if it is unable to resolve complicated conflicts

“The difference between RTC and the human is that RTC

solves the dispatching problem on a much larger scale:

greater distances and longer periods of time”

Goal is for 28 days

7 days warm up

14 days statistical period

7 day cool down

Multiple random seeds

Randomize train departure times

Set by train type

Intermodal trains [-0:15,+0:30]

Merchandise [-0:30,+1:00]

Coal [-2:00,+4:00]

Network

Track Layout

Signals

Switches

Speed Limits

Grades

Curvature

Trains

Dwells

Crew Changes

Locomotives

Consist

Priorities

Meet/Pass Logic

Internal Train

Performance

Calculator

Priorities

Outputs

Detailed train performance data

Delay reports

Time-distance charts

Animation

6 Hour Disruption

Recovery

Normal

Presentation Author Samuel L. Sogin Graduate Research Assistant Rail Transportation and Engineering Center Civil & Environmental Engineering Department University of Illinois at Urbana-Champaign 1203 Newmark Civil Engineering Lab, B118 Urbana, IL 61801 (847) 899-2711 <ssogin2@illinois.edu>

It is the author’s intention that the information contained in this file be used for non-commercial, educational purposes with as few restrictions as possible. However, there are some necessary constraints on its use as described below.

Copyright Restrictions and Disclaimer:

The materials used in this file have come from a variety of sources and have been assembled here for personal use by the author for educational purposes. The copyright for some of the images and graphics used in this presentation may be held by others. Users may not change or delete any author attribution, copyright notice, trademark or other legend. Users of this material may not further reproduce this material without permission from the copyright owner. It is the responsibility of the user to obtain such permissions as necessary. You may not, without prior consent from the copyright owner, modify, copy, publish, display, transmit, adapt or in any way exploit the content of this file. Additional restrictions may apply to specific images or graphics as indicated herein.

The contents of this file are provided on an "as is" basis and without warranties of any kind, either express or implied. The author makes no warranties or representations, including any warranties of title, noninfringement of copyright or other rights, nor does the author make any warranties or representation regarding the correctness, accuracy or reliability of the content or other material in the file.

c. tyler dick, p.e. - university of kentuckyjrose/ce533_html... · tyler.dick@hdrinc.com |...

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