Track Detail Procedure English

7/29/2019 Track Detail Procedure English

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INDONESIAN RAILWAY TECHNICALSTANDARD

ONDETAILED PROCEDURE FOR TRACK

STRUCTURE DESIGN


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Indonesian Railway Technical Standard Track : Detailed Procedure

Table of Content

1. Scope 1

2. Objective 1

3. Definition 1

4. Basic Principle 2

5. Procedure for Track Structure Design 3

6. Loading 6

6.1 Application of Load 6

6.2 Train load in the straight line section 6

6.3 Train load in the curved section 7

6.4 Design load conditions on Combination of train loads 87. Design specifications of Track materials 11

7.1 General 11

7.2 Rail 11

7.3 Sleepers 12

7.4 Rail Fastening 13

7.4.1 F type and other similar fastening 13

7.4.2 Fastening Apparatus with Dog Spikes 14

7.4.3 The Other Fastening Apparatus 14

7.5 Ballast Materials 14

7.6 Roadbed 15

8. Examination on Excessive loads 16

8.1 General 16

8.2 Examination on Rail bending stress 16

8.2.1 The first method of examination of rail bending stress 16

8.2.2 The second method of examination of rail bending stress 17

8.3 Examination on Roadbed Strength 18

8.3.1 The First method of examination of Roadbed strength 18

8.3.2 The second method of examination of roadbed strength 19

8.4 Examination on Cracks in PC Sleeper 19

8.5 Examination on Cracks in Track slab 20

8.6 Examination on Damage to Rail Fastening 20

8.7 Examination on Occurrence of Sudden Irregularity of Alignment 21

8.8 Examination on Push-out and Pull out of Dog spike without Base Plate 22

8.9 Examination on Pull-out of dog spike with base plate 24

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9. Examination on Repeated load 25

9.1 Examination on Development of Irregularity of Longitudinal level of rail 25

9.1.1 Examination with the First Method 25

9.1.2 Examination by the Second Method 27

9.2 Examination on Development of Irregularity of Alignment 28

9.2.1 Allowable Development of Alignment Irregularity 28

9.2.2 Estimated Development of Alignment Irregularity 30

9.2.3 Examination on Development of Alignment Irregularity 30

9.3 Examination on Damage to rail holding part of the rail fastenings and lateral pressure

receiving part of the rail fastenings 31

9.3.1 Examination on Damage to Rail Holding Part of the Rail Fastenings 31

9.3.2 Examination on Damage to Lateral Pressure Receiving Part of the RailFastenings 31

9.3.3 Examination on Rail Pad 32

10. Examination on Buckling Safety 33

11. Structure of Turnout 34

12. Additional Rule 35

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List of Table

Table 5-1 Test of factor 3

Table 6.4-1 8

Table 6.4-2 9

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1.Scope

(1) These detailed procedures shall be applied to the track structure design intended fornew installation, improvement of the track, speed-up of trains or rolling stocks, increase

in transportation capacity etc, and to confirmation of the obtainable strength and the

workable mode of maintenance of the track.

(2) These detailed procedures shall be applied to both of the existing lines and the newlines.

(3) In case that application of each of the procedures on As is basis (i.e. without anymodification thereto) proves impractical, or use of the new technology alreadydeveloped is apparently more suitable, after careful examination/study, application of

the method different from the detailed procedures and considered the most suitable may

be used.

2. Objective

The objective under the Detailed Procedures is to design the track structure in such a manner

that it shall be so designed that it can ensure not only the safety in train operation, but efficient

and economical management, as well.

3. Definition

(Not used)

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4. Basic Principle

(4) The track structure shall bear the train load and guide a train or rolling stock, inconnection with which, the operating stability and the ride comfort of a train of rolling

stock shall be fully secured. Therefore, full attention shall be paid to the strength,

durability of the materials building up the track system and the irregularity of track, in

track structure design.

(5) For ballast tracks, maintenance against development of track irregularity due torepeated operation of trains or rolling stocks, is absolutely necessary. Hence, track

structure shall be decided, taking into full account, such factors as the state of the track

concerned, the maintenance method, the cost/expenses to be incurred thereby, etc.

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5. Procedure for Track Structure Design

In designing the track structure, any of the following items shall be fully considered and the

requirements specified therein, shall be met with.

(6) Examination on Stress being Generated to Track Materials and PanelsWith regard to excessive load and repeated load accompanied by operation of a train or

rolling stock, the stress being generated to each track material shall be calculated taking

into consideration the track structural conditions, the rolling stock and the track

situations and so on. Appropriateness of the track structure shall be judged, by

comparison of the value calculated above and the permissible values of fatigue anddestructive strength of the material obtained from the safety in train operation.

Depending on the curve passing speed of a train or rolling stock, abruptly occurring

irregularity to track alignment shall also be checked and confirmed.

Depend on track type and condition, type of material use and operation condition, the

items for confirmation shall be specified in the following table 5-1.

Table5-1 Test of factor

Items and Methods for

Confirmation in Design of Track Structure

(Used for both existing line and Shinkansen line)

Condition for confirmation

Item for confirmation

New railway track, material or

new operation condition

New/Rehabilitation

with existing

operation condition

Examination on rail

bending stressO X

Examination on pressure

to roadbedO X

Examination on crack to

PC sleeperO X

Examination

on excessive

load

Examination on crack to

slabO X

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Examination on damage

to rail holding and lateral

force receiving part of rail

fastenings

O X

Examination on

occurrence of rapid

alignment irregularity

O (Confirmed by First method)

Examination on Dog

spikes push-out and pull-

out

O (Confirmed by First method)

Examination on

development of

longitudinal level

irregularity

O O

Examination development

of alignment irregularity(Confirmed by First method, if necessary)

Examination

on repeated

loadExamination on damage

to rail holding and lateral

pressure receiving parts of

rail fastenings

O X

Examination on buckling

safetyO X

Note: The items marked with (x) shall be applied to the existing lines under the conditions described in

detailed procedures (Regulation) hereof.

(7) Examination on Development of Irregularity of Ballast TrackThe development of the track irregularity due to repeated operation of trains or rolling

stocks (Level, Alignment) shall be estimated by the track structural and the train load

conditions, and the estimated value shall be compared with the permissible value of the

track irregularity obtained from the target level of maintenance in respect of the rolling

stock and its operating situation and the safety in operation and the ride comfort, and

appropriateness of the track structure shall be judged by the same comparison.

(8) Examination on Buckling Safety

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Regarding the increase in Axial force in rail due to rise in temperature, the buckling

safety of track shall be checked and consequently appropriateness of the track structure

shall be judged.

(9) Structure of TurnoutsStructure of turnouts shall be checked and confirmed, in terms of whether or no, they

are so structured or shaped that they can guide a train or rolling stock into the main line

track side or the branch line side and let it pass through.

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6. Loading

6.1 Application of Load

Application of load shall be done according to the following:

(1) For the examinations on development of track irregularity and on stress beinggenerated to the track materials, mainly train load shall be taken into consideration.

Regarding the examination on the buckling stability, what shall be considered as a

main factor is Axial force in rail.

(2) Train load is the load inflicted from the car wheel to the rail, being divided into thevertical load right angled to the track surface (wheel weight) and the lateral load in

the horizontal direction (lateral stress). Train load is also classified into two kinds of

loads, i.e. those for the straight line section and for the curved line section, in terms

of kind of load inflicting factors. Furthermore, it is divided into the static load

obtained from the rolling stock operating conditions and the track characteristics and

the dynamic load followed by track irregularities, etc.

(3) By combination of the train loads as specified in the preceding, the train loadconditions to be used in Examination on excessive train load and Examination on

Repeated train load shall be determined.

(4) Only temperature load shall be used as the load inflicted in the axial direction inexamining the buckling stability in the track. However, in case of the examination of

rail-creep, brake load and start load shall be considered.

(5) In case that the value actually measured is obtained through speed increasing test,etc., the actual value may be used.

6.2 Train load in the straight line section

(1) Vertical Train Loada. Vertical train load (Wheel load) at the straight line section is expressed as the

total of the static and the dynamic loads.

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b. As the static load value, the static wheel load (1/2 of the axial load) shall be used.c. As the dynamic load value, a formula established by fully considering the

following two factors, shall be used.

i. Inertial force accompanied by vertical vibration of car body occurring fromirregularity to longitudinal level.

ii. Shock due to vertical vibration of the mass under the spring which supportthe vehicle (no suspended load) being caused by the unevenness between

wheel and rail

(2) Lateral Train Loada. Assuming that as the static load, side to lateral load (lateral force) will not exist,

only the train load as the dynamic load, shall be considered.b. For the dynamic load, a formula established in the view of the inertia force of

lateral vibration of car body due to irregularity of alignment, shall be used.

6.3 Train load in the curved section

(2) Vertical Loada. Vertical train load (wheel load) is expressed as the total of the static and dynamic

loads.

b. As the static load, increase and decrease by the load due to excessive centrifugalforce shall be considered, in addition to the static wheel load.

c. The dynamic load in the curved section shall be the same as Section 6.1.(3).(3) Lateral Load

a. Lateral load (lateral force) in the curved section, is expressed as the total of thestatic and the dynamic loads.

b. As the static load, a formula established with the view of curve changing lateralforce and lateral force due to excessive centrifugal force, shall be considered.

c. As the dynamic load, a formula established with the view of inertia forceaccompanied by lateral vibration of car body, shall be considered. However, in

case of the track with ordinary rail joints, the dynamic lateral force mainly from

axial shock occurring at the area near the joints shall also be taken into

consideration.

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6.4 Design load conditions on Combination of train loads

(1) Load conditions in examination of stress of the materials against excessive loada. As the load conditions when examining the stress of a track material against its

excessive load, excessive load rarely taking place in the section concerned shall

be calculated.

b. The value of the dynamic vertical and lateral load shall be three times as much asthe standard deviation.

c. In calculation of the dynamic vertical and lateral (right to left) load values, thetarget values for irregularities of longitudinal level and of alignment (as specified

in the following table, the same hereinafter) shall be used.

Table 6.4-1

Description Safety Limit Remarks

Vertical vibration

Full amplitude4.0 m/s2

Lateral Vibration

Full amplitude

3.0 m/s2 in case ofh 0.60 m/s2(4.2 2h) m/s

2 in case ofh > 0.60 m/s2

h: Lateral static

(regular) acceleration

d. The static vertical load shall be used as the representative vertical load that isput on with the combination of lateral loads of the sleeper lateral stress or the rail

lateral stress.

(2) Load conditions in Examination of stress of a material against repeated loada. As the load conditions for examination of the material against repeated load,

considerable load often occurring in the section concerned shall be calculated.

b. Vertical and lateral dynamic load value to be used for examination of stress of thematerial shall be the same as that of the standard deviation.

c. In calculation of the vertical and lateral dynamic load, the target values for thesafety in irregularities of longitudinal level and alignment of track.

d. As the vertical load that is combined with lateral load of the sleeper lateral stressor the rail lateral stress, etc., its static load value shall be used.

(3) Load conditions for Examination on Development of Irregularities of Track.

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a. The load conditions for examination on development of irregularities of trackshall be calculated for the whole train load in the section concerned.

b. The vertical and lateral dynamic load values to be used for estimation ofdevelopment of track irregularities (longitudinal and alignment) shall be three

times as much as the standard deviation beside its static load values.

c. In calculation of the vertical and lateral dynamic loads, the target value in the ridecomfort index(as specified in the table attached hereto, and referred to as the

same, hereinafter) shall be used.

Table 6.4-2

Target of ride comfort Remark

Vertical vibrationFull amplitude

2.5 m/s2

h: Lateral2.0 m/s2 in case ofh 0.60 m/s2 Lateral vibration

Full amplitude

static

(regular)(3.2 - 2h) m/s

2 in case ofh > 0.60 m/s2

acceleration

d. For the vertical load that is put on with the lateral load in estimation ofdevelopment of alignment irregularities, the static load value shall be used among

the two types (i.e. dynamic and static).

(4) Track Design load arrangementRegarding the vertical load and the lateral load, the factor of Track Design load

arrangement shall be considered, in case that the nearest wheel are within the

distance of 2.5m.

(5) Track Design load in the axial directiona. It shall be assumed that the temperature load is generated, in case that the rail

encounters a change in temperature when it is held in the direction of the axis and

it is inflicted evenly in the axial direction of rail and uniformly to the whole

cross-section of rail.

b. Amount of temperature load in the long rail installed section, shall be obtained bythe following formula.

)( ottEAP =

Where, P : Rail axial force

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E : Youngs modulus of rail steel

A : Rail cross-section modulus

: Rail steel liner expansion coefficient

t : Long rail temperature

to : Installation temperature of long rail

(6) Braking Load and Starting LoadRegarding braking and starting loads, the corresponding specifications in the Design

standard on concrete structures, steel and composite structures shall apply.

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7. Design specifications of Track materials

7.1 General

Design specifications to be used for track structure shall be as per the followings, but in

the event that application of these values is considered impractical, the value obtained by

relevant test or experiment, etc. and regarded as appropriate may be applied.

7.2 Rail

(1) Bending stiffness of rail(Vertical: EIx and Horizontal: EIy)Type of Rail EIx ( 10

8N-cm2) EIy ( 108N-cm2)

60kg 648.9 107.5

R54 492.7 87.7

50N 411.6 67.6

50kg 366.2 79.2

R42 290.6 49.4

40N 289.4 48.337kg 199.8 47.7

R33 217.7 31.6

30kg 126.8 31.9

(2) Section modulus of railZx (cm

3)Type of Rail

60kg 397R54 313

50N 274

50kg 261

R42 190

40N 197

37kg 164

R33 151

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30kg 116

(3) Rail lateral stiffnessJ (cm4)Type of Rail

60kg 512

R54 418

50N 322

50kg 377

R42 235

40N 230

37kg 227

R33 151

30kg 152

(4) Material coefficient of steel used for design calculationYoungs modulus 210 GPa

Shearing elasticity coefficient 81 GPa

Poissons ratio 0.3

1.1410-5/oCLine expansion coefficient

7.3 Sleepers

(1) PC Sleepers

a. For any other calculation than bending stress, PC sleeper shall be treated as arigid body.

b. The standard coefficient of friction between sleeper and ballast shall be 0.65.(2) Wooden Sleepers

a. The standard compressive spring coefficient of wooden sleeper shall be100.0MN/m.

b. The standard coefficient of friction between rail and sleeper shall be 0.60.c. The standard coefficient of friction between sleeper and ballast shall be 0.65.

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(3) The Others

a. Firstly, the specifications shall be determined, according to the requirement fordesign of mass, shape and dimensions etc.

b. In case that assumption of sleeper as a rigid body is impossible and springcoefficient to compression and bending of sleeper itself is unknown, then it may

be decided, by carrying out tests or experiments.

7.4 Rail Fastening

7.4.1 F type and other similar fastening

(1) The fastening/Clipa. Lateral spring and Tip spring constants shall be obtained by theoretical

calculation or experiment.

b. Initial fastening capability shall be obtained by theoretical calculation.c. The standard coefficient of friction between rail and fastening spring shall be

0.25.

d. The standard coefficient of friction between fastening spring and pad shall be0.65.

(2) Rail Pada. Spring coefficient shall be obtained, depending on the quality, shape etc. of

materials to be used.

b. As regards the pads as specified in JIS standard, etc., the values as indicated inthe same standard, shall be applied.

(3) Spring Supporters (Support Plate)The compressive strength of spring supporter shall be obtained, according to JIS

E 1118: Test on Compressive strength with necessary modification.

(4) Compressive Strength of Support PlateCompressive strength of support plate shall be obtained, according to JIS E 1118:

Test on compressive strength with necessary modification.

(5) Pull-out Resistance of Buried Plate (Embedded Insert)

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Pull-out resistance of buried plate shall be obtained, according to JIS E1118: Test

on pull out resistance with necessary modification.

7.4.2 Fastening Apparatus with Dog Spikes

(1) Clear indication shall be made as to whether or no tie plates are used.(2) As regards the factors or items that are used in design calculation for use of tie

plates and specified in JIS standard etc., the values as indicated in the same

standard shall be applied, and regarding the factors or items not specified in JIS

standard, etc., the dimensions actually measured shall be applied.

(3) Push out limit of dog spike shall be set as its standard at 7.0 kN.(4) Pull out limit of dog spike shall be set at 1.0mm as its standard.7.4.3 The Other Fastening Apparatus

In case of use of the fastening apparatus corresponding to neither 3 nor 4 above, the

design values shall be obtained, by theoretical calculation and performance of test/s.

7.5 Ballast Materials

In case of use of crushed stones, the design values shall be obtained as follows:

(1) The width actually measured shall be treated as the standard for the width of ballastshoulder. Nevertheless, in a case (such as new installation of rail) that such a

measurement is impossible, the design value may be used.

(2) The standard unit mass shall be fixed at 1.7 t/m3.(3) Ballast spring constant shall be 200.0MN/m as its standard regardless of ballast

thickness

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7.6 Roadbed

Such soil roadbed, stabilized roadbed, other types of roadbed, site ground roadbed as

specified in Standard on Design of Soil Structures and the concrete-structured roadbed

as specified in Standard on Design of Concrete Structures shall be treated as the

Standard of Roadbed, whose design values shall be obtained as follows:

(1) With regard to soil roadbed, stabilized roadbed, other type of roadbed, site groundroadbed, the geometrical features shall be clarified, and then a variety of factor values

to be used for design calculations shall be obtained, by performing tests etc.

a. The test method shall be as per Standard Design of Earth Work. However, theallowable bearing capacity of soil roadbed may be fixed at 2.88 kg/cm

2

.b. K30 value of plate bearing testc. Kohn Penetration resistance valued. Allowable bearing capacity of roadbed

(3) Regarding concrete structured roadbed, it shall be treated as a rigid body, and thevalues referred to in (1) above, may be fixed as infinite.

(4) In the event of use of any other roadbed than (1) and (2) or, of insertion of anintermediate material between ballast and roadbed and further it being impossible to

classify into the rigid structure, the following items shall be determined/established

by performing the necessary tests, etc.

a. Spring coefficient of the roadbed and the intermediate materialb. Allowable bearing capacity of the roadbed and the intermediate material

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8. Examination on Excessive loads

8.1 General

With regard to examination of excessive loads, the strength conforming to the train load,

shall be secured and confirmed.

(1) Rolling stocks entering the line for the first time(2) At the time of new laying and improvement of track (Examination to be conducted by

use of the maximum speed)

(3) At the time of improvement of the maximum speed or increase of the curve passingspeed, in existing lines.

8.2 Examination on Rail bending stress

Among the line divisions where the highest speed train or rolling stock in the line sectionconcerned(heaviest one among the highest speed trains) and the heaviest train or rolling

stock run at their maximum speed, the smallest radius curve shall be picked up, in the

case of which, the rail bending stress under the excessive load and allowable stress shall

be calculated, and examined.

8.2.1 The first method of examination of rail bending stress

When examining the rail bending stress by the first method, it shall be carried out

according to the following procedure.

(1) According to the real sudden rupture strength and the fatigue limit, figures/data ondurability limit shall be obtained.

(2) Residual stress shall be considered.(3) Temperature stress shall be considered for regular rail and long rail respectively.

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(4) From the figures on durability limit, the allowable stress of rail against train loadshall be obtained.

(5) Additional stress occurring from lateral force shall be taken into account.(6) Allowable stress for wheel load shall be calculated, and be multiplied by 0.8 into

Permissible bending stress of rail (P). Furthermore, rail fatigue limit of half

amplitude in calculation of the allowable bending stress value (fatigue limit in

terms of each type of rail) may be as per the following table, instead of the

preceding (1) through (4).

Fatigue limit of rail (Mpa)Type of Rail

Regular rail Long rail

R60 130 112

R54 130 112

50N 130 112

50 kg 126 107

R42 130 112

40N 130 11237kg 122 102

30kg 122 102

(7) Rail bending generated stress (ao , ai) shall be calculated and obtained.(8) The safety shall be confirmed, from and in the light of the relationship ofao

p, aip.

p ; Allowable bending stress

8.2.2 The second method of examination of rail bending stress

The second method of examination shall be as per the following procedure:

(1) Allowable rail bending stress (p) shall be fixed as the following.-Long rail : 130 Mpa (1300 kg/cm2)

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-Standard rail : 160 Mpa (1600 kg/cm2)(2) Assuming the track deformation as a continuous elasticity supporting model, the

maximum rail bending moment, shall be obtained from the influence line.

(4) It shall be confirmed that the rail stress (i) of which are generated by themaximum rail bending moment, and allowable bending stress should satisfy the

relation materialized in the following formula.

i p

p ; Allowable bending stress

8.3 Examination on Roadbed Strength

Among the curves where the highest speed train ( the heaviest rolling stock in the highest

speed train) and the heaviest rolling stock run through at the highest speed, the smallest

radius curve shall be picked up, against which, the roadbed- affected stress under the

excessive load and the allowable stress shall be obtained, and the roadbed strength shall be

examined.

8.3.1 The First method of examination of Roadbed strength

When examining the roadbed strength with the first method, the procedure thereof

shall be as per the following:

(1) The examination of roadbed strength shall be conducted by the followingformula, with the values of the pressure to roadbed being calculated by the design

load and the allowable bearing capacity of roadbed.

Psmean qa

Where, Psmeam : Average pressure to roadbed

qa : Allowable bearing capacity of roadbed

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(2) The allowable bearing capacity of roadbed shall be calculated/obtainedseparately, according to Standard on Design of soil structures and Standard on

Design of foundation structures.

(3) Regarding the roadbed structured by any other than the material assumed as arigid body, the method of (1) above, shall be applied.

8.3.2 The second method of examination of roadbed strength

When examining the roadbed strength with the second method, the procedure thereof

shall be as per the following:

(1) The allowable bearing capacity of roadbed may be applied at 2.88kg/cm2.(2) Assuming the rail deformation as a continuous elasticity supporting model, the

maximum pressure to roadbed (Pbdy) shall be obtained, and it shall also satisfy the

following formula, with the allowable bearing capacity of roadbed.

Pbdy qa

8.4 Examination on Cracks in PC Sleeper

Among the curves where the highest speed train in the line division concerned (the

heaviest rolling stock in the highest speed train) and the heaviest rolling stock run at the

highest speed, the smallest radius curve shall be picked up, against which, the stress under

the excessive load, shall be calculated/obtained, and then cross-examined with the

acceptable stress obtained through the following:

(1) Bearing pressure of ballast shall be assumed.(2) The acceptable value of the stress generated by the excessive load shall be obtained

from the value of effective pre-stress.

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8.5 Examination on Cracks in Track slab

Cracks in Track slab shall be examined in the following manner.

Among the curves where the highest speed train in the line division concerned (more

specifically, the heaviest rolling stock in the highest speed train) and the heaviest rolling

stock run at the highest speed, the smallest radius curve shall be picked up, towards

which, the stress being generated by excessive loads being inflicted when the said rolling

stocks run at the maximum speed, shall be calculated/obtained, and then cross-examined

with the acceptable stress obtained from the following:

(1) RC Track SlabStress of reinforcement bar shall be calculated from the moment being generated by

the load, but shall be within the limit of the allowable steelstress (1,800kg/cm2).

(2) PRC Track SlabStress of reinforcement bar shall be calculated from the moment being generated by

the load, but shall be within the limit of the allowable steel stress (1,000kg/cm2) for

RRC slab.

8.6 Examination on Damage to Rail Fastening

Among the curve sections where the highest speed train (the heaviest rolling stock in the

highest speed train) and the heaviest rolling stock run at the maximum speed, the smallest

radius curve shall be picked up, towards which, the stress being generated by excessive

loads when the said rolling stocks run through it at the maximum speed, shall be

calculated/obtained, and then examined in comparison with the allowable stress values for

the following:

(1) Examination on Damage to Rail Holding PartThe stress generated due to excessive loads or counter-action of the rail holding part

to prevent irregular inclination of rail from occurring, shall be calculated/obtained,

and then examination shall be made, in the form of comparison of the allowable stress

or the permissible load, according to the following procedure.

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a. Limit line for durability of fastening springs shall be calculated and organized byreal sudden rupture strength, fatigue limit, time limit, elasticity limit and yield

point etc.

b. Initial fastening stress of the spring and bolt shall be considered.c. From the second sudden rupture limit and the second exhaustion limit in the

durability limit figure, the allowable stress of the spring to the load shall be

calculated and obtained. Further, in case of impossibility of theoretical

calculation of the stress generated to the springs, etc., it may be obtained by tests.

d. According to JIS E1118: Test on Pull-out resistance, the pull-out load limit toburied plate (embedded insert) shall be calculated, and the allowable load shall be

fixed at 1/4 as much as the said pull-out resistance.e. From the fatigue limit and the yield point in the bolt durability figure, the

allowable stress of the fastening bolt to the load shall be obtained.

(2) Examination on Damage to Lateral Force Receiving Part of Rail FasteningsThe stress being generated to lateral force receiving part shall be calculated/obtained,

under the excessive load and then examined by comparison thereof with the allowable

stresses obtained in the following:

a. Durability limit Figure of fastening springs shall be calculated/obtained by realsudden rupture strength, fatigue limit, time limit, elasticity limit and yield point.

b. Initial fastening stress of the fastening spring and the support plate or receivingplate shall be taken into account.

c. From the second sudden rupture strength limit and the second exhaustion limit inthe durability limit figure of fastening springs, the allowable stress to the load

shall be obtained.

d. According to JIS E1118: Test on Compressive Strength, the bearing pressurelimit of support plate or receiving plate shall be calculated/obtained, and the

allowable stress shall be half the said limit.

8.7 Examination on Occurrence of Sudden Irregularity of Alignment

In case of operating a train or rolling stock at more than 20 km/h higher speed than the

basic speed specified in Basic Velocity under speed restriction through curves in the table

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on train operating speed, the safety towards occurrence of sudden irregularity of track

alignment shall be examined. The examination shall, ini principle, be conducted by the

lateral pressure to sleeper due to excessive loads and the lateral ballast resistance of

sleeper under consideration of the differences according to the track structures and load

conditions. However, another examination method may be used, so long as it can satisfy

the formulas related to the design load.

Rail pressure by static wheel load, lateral stress to rail from excessive lateral force, lateral

ballast resistance shall be calculated/obtained, and it shall be confirmed that the following

formula is met with.

85.0120

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