Key Takeaways & Executive Findings
- •• Annual extreme temperature range of CRTS II slab track is −1.4 to 49.8 °C, with vertical temperature gradients up to 30.15 °C/m. • High temperatures cause vertical joint deformation up to 0.828 mm, while low temperatures induce joint separation of 0.9–1.0 mm. • Interfacial damage is primarily driven by elevated temperatures, with damage area ratio reaching 95% and debonding ratio up to 84% in summer. • The thermo-mechanical coupling model provides a basis for predicting joint damage and guiding deformation control in CRTS II slab track.
Abstract
Arching and cracking of joints between slabs have become a problem in China Railway Track System (CRTS) II slab track. The slab track is susceptible to complex temperature variations as a longitudinal continuous structure. Based on measured data, a thermal-mechanical coupling model of the track was established. The deformation characteristics and interfacial damage behavior of joints under typical temperature fields were studied. The findings indicate that the annual extreme temperature range of the slab track, fluctuates from −1.4 to 49.8 ℃. The annual temperature gradient within the vertical depth range of 0 to 0.2 m of the track varies between −16.19 ℃/m and 30.15 ℃/m. The vertical deformation of joints is significantly influenced by high temperatures, with a maximum measured deformation of 0.828 mm. The joint seams are primarily affected by low temperatures, which lead to a separation of 0.9 to 1.0 mm. Conversely, interlayer damage of joints is predominantly influenced by elevated temperatures. In summer, the maximum ratio of interface damage area in the joint can reach up to 95%, with the maximum debonding area ratio can be as high as 84%. The research results can provide help for joint damage regularity and deformation control of CRTS II slab track.
1. Introduction
Due to its high smoothness, good integrity, and minimal maintenance work, slab track has been extensively used in high-speed railways all over the world [1, 2]. In the past two decades, the infrastructure of China’s high-speed railways has advanced significantly, and a domestically designed slab track system has been developed—the China Railway Track System (CRTS) [3]. CRTS II slab track is one of widely used slab tracks in China, with an operational mileage exceeding 4800 km [4, 5], as shown in Figure 1(a). CRTS II slab track includes rail, WJ-8 fastener, prefabricated track slab, cement emulsified asphalt mortar (CA mortar) layer, and base slab. The longitudinal connection between precast concrete slabs is carried out by joints, which are categorized into wide joint and narrow joint. Since the joint is a specially formed structure, its construction quality is difficult to control. Besides, the field observation shows that the temperature effect of slab track as a longitudinal continuous structure is very significant, especially at the joint. When the temperature is high, the joint arches vertically, whereas when the temperature is low, the joint contracts transversely, resulting in damage and deterioration between the joint and the track slab. Joint cracking is a common condition with crack widths typically ranging from 0.1 to 2.0 mm. Some joints are seriously damaged, as shown in Figure 1(b). The integrity and durability of the track structure are negatively impacted by the damage of CRTS II slab track joint, thereby jeopardizing train operating safety [6−8].
Temperature significantly impacts the static and dynamic characteristics of slab track, necessitating an investigation of its temperature field [9−12]. The real-time temperature distribution of track on bridges was investigated [13−16]. ZHANG et al [17] analyzed the temperature of longitudinal connection tracks in Beijing. The thermal impacts of the track on the plateau were investigated by CAI et al [18]. In the laboratory, SUN et al [19] simulated the high temperatures of the track in the tunnel. However, the environmental parameters involved have been oversimplified in the current study. Additionally, there is insufficient temperature field observation data for the slab track in operational condition. Improving the precision of temperature field models for slab track systems is urgently needed.
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DONG Bo, CHEN Zhi-yuan, ZHU Hao, CAI Xiao-pei, ZHANG Xing, HE Xu (2025). Deformation characteristics and interfacial damage of CRTS II slab track joints under operating temperature conditions. Journal of Central South University. https://doi.org/10.1007/s11771-025-6065-5
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Frequently Asked Questions
What are the main temperature-induced deformation modes in CRTS II slab track joints?
High temperatures cause vertical arching of joints, with maximum deformation measured at 0.828 mm, while low temperatures lead to transverse contraction and joint separation of 0.9–1.0 mm.
How does temperature affect interfacial damage in CRTS II slab track joints?
Elevated temperatures predominantly drive interlayer damage, with the maximum interface damage area ratio reaching 95% and debonding area ratio up to 84% in summer.
What is the annual temperature range and gradient observed in the study?
The annual extreme temperature range of the slab track fluctuates from −1.4 to 49.8 °C, and the vertical temperature gradient within 0–0.2 m depth varies between −16.19 °C/m and 30.15 °C/m.
What method was used to analyze the thermal-mechanical behavior of the track?
A thermal-mechanical coupling model of the track was established based on measured temperature data to study deformation characteristics and interfacial damage behavior under typical temperature fields.
What are the practical implications of this research for CRTS II slab track maintenance?
The findings provide insights into joint damage regularity and deformation control, helping engineers predict and mitigate temperature-induced damage in CRTS II slab track joints.
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