Session1-Rail Structure Interaction

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for Metro Projects

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Bridging Your Innovations to Realities

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Metro Webinar Series Contents

Introduction to MIDAS

Mass Transportation Systems

Metro Transportation Systems

Balanced Cantilever Method

Integral Bridge

Rail Structure Interaction

Tunneling

Project Applications

Upcoming Webinars

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Engineering

Consultancy

Bridge & Civil Structures Building/Plants Structures Geotechnical Analysis Mechanical Analysis Bridges Buildings Geotechnical Mechanical

Software

Development

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Integrated Design System

for Building and General Structures



midas

Gen

midas Design+

Building Eng.

2D / 3D Geotechnical and Tunnel analysis System



midas

GTS NX

Soil Works

Geotechnical Eng.



midas

Civil

midas

FEA

Bridge Eng.

Integrated Solution System for Bridge and Civil Structures

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MIDAS Information Technology Co., Ltd. 6

Integrated Solution System for Bridge and Civil Engineering

midas Civil

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A Partial List of Users of the World’s Top 100 Companies Structural, Geotechnical, and Mechanical Engineering MIDAS Provides the best solutions in

ACKG Halcrow MWH Global AECOM HDR Nikken Sekkei Group ARCADIS HNTB Pacific Consultants

ARUP Hyder Parsons

Atkins Hyundai Engineering Parsons Brinckerhoff Beca Group INGEROP PBS&J

Bechtel Italferr SpA Ramboll Gruppen Black & Veatch Jacobs RMJM

CH2M HILL JGC Corp. Royal Haskoning China Railway Construction

Corp. Kajima Corp. Scott Wilson COWI Korea Power Engineering Shanghai Xian Dai Arch’l _Design CTCI Corp. Langan Sinopec Engineering CTI Engineering Louis Berger Group SMEC

Dar Al-Handasah Consultants Michael Baker Corp. SNC-Lavalin International DHV Group MMM Group URS

GHD Mott MacDonald WSP Group Golder Associates Mouchel Yachiyo Engineering

Key Clients of MIDAS Software Solutions MIDAS Provides the best solutions in

Structural, Geotechnical, and Mechanical Engineering

AECOM AFCONS Jacobs-CES COWI CH2M HILL FEEDBACK VENTURE Gammon L&T LTD L&T ECC L&T Rambol Louis Berger Mott Mac RITES RDSO PWD’s SN Bhohe STUP Tandon Consultants

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Mass Transportation System Why do we need Mass Transportation System?

Why Mass Transport Systems?

1. Growth of population – Increased Traffic

2. Inadequate Public Transport – Poor traffic Management and inadequate Public Transport

3. Increasing Personalized Transport

Basic Inability of Public Transport to meet needs

Increasing Incomes, vehicle ownership

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Solutions

1. Metros

2. Monorail

3. Tram

4. Bus Rapid Transit System (BRTS)

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1. Fuel Economy

Requires 1/5th energy per passenger per km compared to road-based system.

2. Reduced Road Stress

Lesser Road Traffic and Lesser Accidents

No road space, if underground and only about 2 meters width of the road, if elevated

Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private motor cars, if it’s a light capacity system.

3. Pollution Free

Zero Emission

4. Increased Mobility

Easy and better accessibility to facilities in the influence and remote areas Increased opportunities in the economic and business sectors

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Metro Difficulties faced in Metro Construction

1. Difficult to construct Bridges or Tunnels in locations with dense population.

2. Noise and duration of construction may stall the traffic more during the period of construction.

3. Metros/ Monorails use Continuous Welded Rails, which have their own advantages and

disadvantages

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1. Segmental Bridge Construction (midas Civil)

 Balanced Cantilever Method of Construction

 Cast-in-Situ Segments

 Precast Segments

 Integral Bridge Method of Construction (monorail)

2. Rail Structure Interaction (midas Civil)

 Continuous Welded Rails

3. Tunneling (midas GTS)

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Balanced Cantilever Method

1. Balanced cantilever construction implies construction of cantilever segments from a pier in a

balanced fashion on each side until the mid span is reached and a closure known as stitch segment is made with other half span cantilever constructed from the preceding pier.

2. The procedure is as follows:

 The form work is suspended from the end of the last segment.

 The new segment is cast and once the concrete has developed a predetermined strength,

the section is post tensioned to the rest of the bridge.

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Metro Balanced Cantilever Method

Balanced Cantilever Method

Stitch Segment

End Span PSC Segments

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Advantages

1. Less Space Required

 Construction in urban area where temporary shoring would disrupt traffic services below.

2. Less Formwork Required

3. Larger Spans

 Useful where span length is more but launching of girder is not possible.

4. More efficient, safe and economical

 Easy adoptability to curvature and super elevation.

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Considerations for a Bridge Engineer

1. Camber

Due to cantilever action there will be some deformations, due to which, some construction defects may arise, specially when installing the stitch segment

2. Prestress Losses

3. Creep and Shrinkage Effect

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Metro Balanced Cantilever Method in midas Civil

 Bridge Wizard  Bridge Layout  Section Definition  Tendon Arrangement  Automatic generation of Construction Stages  Prestress Losses  Camber Calculations

Bridge Layout Tapered Sections Tendons

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 One Stop Solution for

Segmental Bridge

Tendon Prestess Loss

FCM Camber

Construction

Stage Analysis

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 One Stop Solution for

Segmental Bridge

Tendon Prestess Loss

FCM Camber

Specialization

Construction

Stage Analysis

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Metro Construction Stage Analysis

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Metro Rail Structure Interaction

Definition of Continuous Welded Rail (CWR) Rails are continuously welded and thus, the length of one rail is longer than 200m. ex > standard length rail (L=25m), longer rail (L=25~200m)

Necessity of Continuous Welded Rail

1. Reduced Impact Force in the rails increases the life span of the rails and improves the ride quality.

2. Decreasing noise and vibration by the reduced impact force is less impeding the ambient environment.

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Key Concerns

1. Check Points for Continuous Welded Rail

 When temperature rises: Track Deformation (buckling of rail)

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Metro Rail Structure Interaction in Midas

Key Considerations for Rail Track Analysis

1. Rail Deck Interaction :

 Proper Interaction between the rails and the deck or embankment can be simulated using

midas Civil.

 Multi Linear Elastic Links: as per the loading and unloading stiffness given by the user.

2. Loadings:

 Consideration of Horizontal - Temperature,

Braking/Acceleration and Vertical - Train Loading effects.

3. Load Combinations

 Can perform both Separate Analysis and Complete Analysis ( i.e. Construction Stage Analysis)

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Key Considerations for Rail Track Analysis Cont..

1. UIC Code Implementation:

 Auto-generation of railway analysis models as per International Union of Railways Code (UIC 774-3R)

2. Temperature variation:

 Longitudinal relative displacement of deck and the displacement due to bridge rotational angle  The axial force occurs in the continuous welded rail as the expansion or contraction force due to

temperature variation is accumulated in the rail.

3. Expansion Joints:

 Stress and displacement due to temperature gradient by ZLR(Zero Lateral Resistance) and REJ(Rail Expansion Joints)

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1. Load combinations used for computing the rail stresses and the longitudinal loads acting on bearings

ƩR = αR (Thermal loads) + βR(Accelerating/braking loads)+γR(Train vertical loads)

2. When computing the stresses and displacements in the rails for a continuous or simply

supported bridge deck: α,β,γ=1

3. When using the computational analysis method, the interaction due to accelerating/braking

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Analysis Methods and Accuracy

1. The accuracy depends on the computational analysis methods.

2. The following two computational analysis methods are available:

 Separate analysis: thermal loading, accelerating/braking loading and train vertical loading

are separately considered.

 Staged analysis: thermal loading, accelerating/braking loading and train vertical loading

are concurrently applied.

3. Depending on the global structural system, the separate analysis is more likely to produce the

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Computational Analysis

Considerations for modeling

Placement of bearings, the dimensions and properties of the deck and pier, the bending stiffness and the height of deck, the neutral axis of deck, and the lateral and bending stiffness of

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Considerable Amount of Effort Required

1. Number of Train Loading Positions

 Providing Unloading and Loading Stiffness to each Link  This changes with Loading Position of Train.

2. Deck and Embankment Modelling

 Complete Modelling of all spans should be done  Bridge Sections and Rail Sections

 Simulation of Embankment and Deck

 Providing Multi-Linear Link for connections and ballast

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Metro Rail Structure Interaction in midas Civil

 Multi-Linear Type

Elastic Link

 Dynamic Analysis on

High Speed Train

 Rail Track Analysis

Model Wizard

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Elastic Link

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Metro Rail Structure Interaction in midas Civil

Rail Structure Interaction

Elastic Link

Model Wizard

Model with Temperature Load

Model with train load (gravity direction)

Model with train acceleration and

braking force Construction Stage model with all load cases

300 m Var. 300 m

Auto-generation of multi-linear type elastic link

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Bridging Your Innovations to Realities Metro Integral Bridge Analysis

Integral Bridge

1. Monolithic Construction: The Deck and Piers are monolithically constructed or the deck is integrated

afterwards

Portal Frame Behavior

2. Cost Effective

No Bearings

Very less maintenance required

3. Construction Sequence is very important

In the case of Composite Integral Bridge Construction Sequence is very important

4. Temperature Effects

Outer Piers should be more flexible than inner piers

5. Soil Structure Interaction

Applying soil stiffness of the adhering soils to the Piles and Abutment to simulate the nonlinearity of the soil

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Integral Bridge Analysis

Integral Bridge – Soil Profile

Metro

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 Nonlinear point spring support to represent the stiffness of the backfill and soil

Static Analysis

Dynamic Analysis

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Soil Spring Supports

Metro Integral Bridge Analysis

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Integral Bridge Analysis

Moment Diagram – Thermal Expansion

Metro

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Metro Tunneling

Tunneling Considerations

1. Settlement

 Due to tunneling, there will be some settlement observed at the top of the soil.

2. Effect on Adjacent structures i.e Deep Foundations, existing tunnels etc.

3. Actual Simulation of the surface and soil profile should be performed.

4. Construction sequence of the tunneling.

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Terrain Geometry Maker

Automatically generate 3D geological stratum through

 Create 3D ground

surface using

topographic map and wizard for generating geological stratum through actual field data

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Metro Replicate the actual ground geometry

Tunnel Generation Wizard

 Automatic generation of

Tunnel Section with

Complete Ground Profile and Construction

Sequences based on the method of tunneling adopted

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Settlement due to Tunneling

 Calculation of

settlements as a result of construction of Tunnel

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Metro Tunnel Boring Machine

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Chennai Metro,

India

Curved Segmental

Bridge

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Delhi Metro,

India

Curved Balanced

Cantilever Bridge

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Monorail,

India

Curved PSC

Girder Bridge

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Mumbai

Monorail

Station, India

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Light Rail Transit

Canada

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Basarab viaduct

Bridge

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Mexico City

Mexico

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 Cable stayed bridge & Extra-dosed bridge

 Staged segmental post-tensioned bridge

 Curved steel plate and composite girder bridge

 Conventional bridge (Skewed slab, Frame & Culvert)

 Suspension bridge

 Integral bridge

 Subway structure

 Tunnel structures

 Sewage treatment plant

 Heat of hydration for mass concrete

Advanced Technology

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What kind of bridge type can midas Civil handle?

Conventional Bridge

Staged Segmental Bridge

Cable-stayed Bridge & Suspension Bridge

Why midas Civil

midas Civil

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Professional Technical Support

M. Vinayagamoorty Chief Researcher VIT, Ph.D. Candidate

Bodhi Sunder Rudra

Senior Researcher DTU. Civil Engineering

Karan Taneja

Researcher

DTU. Civil Engineering

Akash Sharma

Researcher

NITK. Civil Engineering

Vidish Iyer

Senior Researcher

IIT Roorkee, Civil Engineering

Pinakin Gore

Senior Researcher

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Summary of the Webinar

1. Balanced Cantilever Bridges 2. Integral Bridges

3. Rail Structure Interaction

• Rail Track Analysis Module • Multi-Linear Type Elastic Link

• Dynamic Analysis on High Speed Train • Rail Track Analysis Model Wizard

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METRO PROJECT APPLICATION BY L&T ECC

Nitin Mittal Akshay Wahal

Rail Structure Interaction Introduction to Rail Structure Interaction Theory and Concepts Recommendations for Computer Assisted Analysis Considerations for simulating the rail track interaction Discussion on Projects by L&T Ecc Airport Metro Express Line Hyderabad Metro (Habsiguda Station) 6 June 2014

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Midas Midas Webinar Series

LIVE DEMONSTRATION FOR METRO DESIGN USING MIDAS CIVIL

Bodhi Rudra

Senior Technical Engineer Civil Engineer MIDAS IT

Rail Track

Analysis Wizard

Live Modelling using Wizard Section Implementation of UIC code

Analysis

Separate Analysis Complete Analysis

Post Processing

Results

Interpretation of Results 10 June 2014

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