Relative displacements are introduced between steel bridges and continuously welded rail (CWR) tracks as the bridge girders expand and contract due to thermal effects. Depending on the fastening profile between the CWRs and steel bridge girders, additional forces are transmitted between the two, and when rail compression forces are introduced at the transition zones of the bridge, the risk of track buckling increases. The aim of this paper is to study CWR track buckling in the transition zones of open-deck steel bridges. In order to do so, a finite element model of a bridge is developed and calibrated based on the available literature. The model is then used to study the effects of a number of fastening profiles between the CWRs and steel bridge girders on track buckling in transition zone of the bridge. It is shown that girder temperature and location of lateral misalignment are the primary factors affecting the buckling temperature in the transition zone. Increasing the girder temperature by 45 °C can cause a drop of 11.5 °C in the track buckling temperature, a reduction of almost 19% compared to that of the open track. Furthermore, using zero toe load fasteners can reduce the risk of track buckling in the transition zone, yet there is little to resist the increasing gap size in case of a broken rail in winter.

当桥梁由于热效应而膨胀和收缩时，在钢桥和连续焊接轨道（CWR）轨道之间会引入相对位移。取决于CWR和钢桥梁之间的紧固轮廓，在两者之间会传递额外的力，并且当在桥的过渡区域引入钢轨压缩力时，会增加轨道屈曲的风险。本文的目的是研究露天甲板钢桥过渡区的CWR轨道屈曲。为此，根据现有文献开发并校准了桥梁的有限元模型。然后，该模型用于研究CWR和钢桥梁之间的许多紧固轮廓对桥梁过渡区中的轨道屈曲的影响。结果表明，梁的温度和横向未对准的位置是影响过渡区屈曲温度的主要因素。将箱梁温度提高45°C会导致履带屈曲温度​​下降11.5°C，与开放式履带的屈曲温度相比降低了将近19％。此外，使用零趾载荷紧固件可以减少过渡区域中轨道弯曲的风险，但是在冬季铁路断裂的情况下，几乎没有什么可以抵抗间隙尺寸的增加。