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Kenapa rel kereta modern ga ada celahnya?? Analytics Table
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Sebelum batang rel dilas mati menjadi jalur rel las menerus (Continuous Welded Rail), para teknisi sipil wajib menyetelnya pada suhu spesifik yang disebut Temperatur Rel Bebas Tegangan (Rail Neutral Temperature). Pada proses ini, batang baja sengaja dipanasin pakai alat pembakar khusus atau ditarik paksa pakai dongkrak hidrolik bertenaga puluhan ton sampai panjangnya pas dengan ukuran standar saat suhu cuaca berada di titik tiga puluh derajat Celsius. Teknik peregangan awal ini dirancang biar pas suhu ekstrem enam puluh derajat Celsius, tekanan ekspansi yang timbul tidak sampai meledakkan jalur rel keluar dari bantalannya. Sebaliknya saat cuaca dingin menusuk di malam hari menyusutkan baja, gaya tarik di dalam batang rel juga tidak akan cukup kuat untuk meretakkan atau memutus sambungan las tersebut. Batu-batu kerikil (ballast) di bawah bantalan beton sengaja tidak dibuat bulat halus, karena permukaan kasarnya berfungsi saling mengunci satu sama lain guna menahan gaya dorong samping berkekuatan ratusan kilonewton saat kereta melesat di atas tiga ratus kilometer per jam. Daftar Sumber: Esveld, C. (2001). Modern Railway Track (2nd ed.). MRT-Productions. Federal Railroad Administration (FRA). (2013). Track Buckling Prevention: Theory, Safety Concepts, and Applications. U.S. Department of Transportation. International Union of Railways (UIC). (2018). Code 720: Laying and maintenance of Continuous Welded Rail (CWR). UIC Railway Technical Publications. Selig, E. T., & Waters, J. M. (1994). Track Geotechnology and Substructure Management. Thomas Telford Services Ltd.
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