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AGENDA
• High Speed in Europe
• Slab Track Systems
• Requirements and Standards for Fasteners
• Rail Pad
• Details on High Speed Fasteners
2
High Speed in Europe
2
Slab Track
European Network 2020
3
Slab Track
European Network
• Germany: ICE 1 – 3 vmax = 330 (300) km/h
• France TGV vmax = 320 km/h
• Italy AGV / ETR500 vmax = 300 km/h
• Spain AVE vmax = 300 km/h
• Austria ICE vmax = 250 km/h
• Netherlands ICE / Thalys vmax = 300 km/h
• UK Eurostar vmax = 300 km/h
(Channel Tunnel Rail Link)
• Switzerland IC / ICE vmax = 250km/h(standard for tunnels)
• Belgium: ICE / Thalys / TGV vmax = 300km/h
4
5
Slab Track Systems
► History
• Development started mid 60`s in middle Europe
• First test section Bözberg Tunnel - (Switzerland)
• Hirschaid (Germany)
• Radcliff on Trent (UK)
• Shinkansen line (Japan)
• Long-Term experiences - Germany since 1972 in Railway Station of Rheda
Slab Track
6
► Rheda after a total load of more than 750 million gross tonnes.
History of slab track in Germany
Station Rheda built 1972
Source: 7
�RHEDA original after more than 750 Million Gross Tonnes
�Fastening System from 1972
�Even the rails are still from 1972
�Besides rail grinding, no maintenance
Rheda slab track
Continuous reinforced concrete slab with free cracking
Source: 8
Infilling Concrete
Concrete Ties
Bitumineous Coating
Ballast
Thermal insulation by Styrofoam Concrete
Cement improved Subsoil
Rheda slab track
Source: 9
Subsoil drain
Slab Track
Advantageous
► Advantageous at a glance
• Allows higher speed
• Reduction of construction height
• High values for cant and cant deficiency allow small horizontal radii
• No track maintenance like tamping and aligning
• Reduces the wear down of rail
• Higher availability
• Constant elasticity
• Excellent riding comfort at high speed
• Reduction of vibration
• Reduced secondary airborne noises
• Improved load distribution-thus reduced dynamic load of subsoil
• Traffic ability by road vehicles, especially rescue vehicles in tunnels important for rescue concept
10
► Advantageous at a glance
• Very high lateral and longitudinal track stability (no risk of track buckling, thus unconditioned application of Eddy Current Brake))
• No problems with vegetation control which is essential
for a ballasted structure
• A snaking railway route with extreme track parameters
• No ballast swirling at high speed or flying ballast
• High driving comfort
• Cleaning of tracks in stations
• Significantly reduced dynamic stress on subsoil
Slab Track
Advantageous
11
11500403350150170330 (300)Passenger 177DB 2002NBS Frankfurt/Main - Köln
16000
(12000)
256000
(4000)
27
(86)
150
(180)
300Passenger
Rz
278SNCF 1990TGV-Atlantik
25
12,5
12,5
12,5
35
15
15
8,5
15
20
max
gradient
[%o]
4000
7000
(5100)
7000
(5100)
7000
(5100)
4000
(3200)
4000
4000
3000
4000
(3500)
2500
min R
[m]
12000100180300Passenger90HSL-Zuid
250006045
(90)
250Mixed244DB 1991NBS H/W Nord+Mitte
Fulda Würzburg
250006045
(85)
250Mixed .
Rz + Gz
83DB 1988NBS H/W Süd
Fulda- Würzburg
250006045
(85)
250Mixed Traffic.
Passenegr +
Freight
99DB 1987/91NBS M/S Mannheim
Stuttgart
25000
(16000)
35
(130)
180
(200)
270Passenger388SNCF 1983TGV-Südost
Paris - Lyon
1500045155260
<210>
Passenger270JR 1982Joetsu Shinkansen
1500045155260
<240>
Passenger496JR 1982Tohuku Shinkansen
20000120125250
<200>
Mixed Traffic
Passenger+
Freight
236FS 1977Nuovo Diretissima (Rom
Florenz)
1500030
(50)
180
(200)
260
<230>
Passanger161+393JR 1972/75Sanyo-Shinkansen
1000060
(100)
180220Dedicated
Passanger
515JR 1964Tokaido-Shinkansen
Min vertical
curves
[m]
max cant
deficiency
[mm]
max cant
[mm]
max V
[km/h]
TrafficLength [km]OpeningLine
Alignment parameters of international high-speed lines
Source: 12
� High-speed line Cologne-Frankfurt parallel to existing expressway
� Bundling of new railway line and existing expressway reduces the land usage and improves the acceptance by residents
� High values for cant and cant deficiency are essential for small radii-consequently slab track is required
� Exceptional horizontal and vertical alignment on Cologne-Frankfurt
Slab Track
Cologne Frankfurt
Source: 13
In-situ concrete with ties (Rheda)• Exact rail positioning due to pre-fabricated tie elements• Smooth, exact and high quality concrete in important
areas (rail seats) • High quality, crack-free factory produced rail
supporting points• Adjustment of every tie necessary
Precast concrete slab• Exact rail positioning• Very high quality of entire slab; still in-situ
concrete required• Handling of large elements required
In situ concrete without ties • In situ concrete at fastening fixation • Concrete cracking at sensitive areas • No adjustment help available
Slab Track Designs
Source: 14
RHEDA 2000®
The RHEDA development stages
Source: 15
Ballastless Tracks – Cross-Section of RHEDA 2000®
On Embankment
Source: 16
The reinforcement can be reduced up to 50%, compared with standard application on embankment (depending on substructure conditions)
Ballastless Tracks – Cross-section of RHEDA 2000®
Tunnel
Source: 17
Ballastless Tracks – Cross-Section of RHEDA 2000®
Bridges and Viaducts
Source: 18
Ballastless tracks
Adjustment of RHEDA 2000® with spindle brackets
Source: 19
Ballastless tracks
Adjustment of RHEDA 2000® with spindle brackets
Source: 20
Ballastless Tracks
Concreting
21
LCC for Slab and Ballasted Track (Example)
Net Present Value
Renewal of the Slab Track
Renewal of the Ballasted Track
22
Slab Track
System Züblin
23
► Driving in of ties with vibrations
Slab Track
System Bögl – Precast Slab
6450
650
min
. 25
50m
ax. 2
800
200
Vergußöffnung
650300 650 650 650
Fertigteilplatte Spindel
Breitfuge
Schmalfuge
650650650 300650
Gewindestahl
24
25
Requirements and Standards for Fasteners
Deflection of Rail
0.8 – 1.5 mm
0.3 – 0.7 mm
Ballast Track
Deflection of ballast and track formation
0.05 – 0.2 mm
Diagram not in scale!
Deflection of Fastening System
0.05 – 0.35 mm
Deflection of concrete slab and track formation
Ballastless Track
�
�
Rail Deflection
Ballasted Track - Slab Track
26
Diagram not to scale
European Standard EN 13481
►AREMA describes only one case for freight lines and tests the fastening system with a load of 133.5kN
►There is no consideration or requirements regarding elasticity.
27
European Standard EN 13481
28
Axle load: 19,6 to
Speed: 300 km/h (ICE 3)
System 300 with 22,5 kN/mm
Compared to system with 40
kN/mm
Load per rail seat (static/dynamic): 24.9 / 39.5 kN 28.8 / 48.8 kN
Deflection (static/dynamic): 1.16 / 1.46 mm 0.78 / 0.87 mm
Comparison of stiff and elastic System
Reduction of 20%
29
► Static stiffness cstat,18-68kN = 22,5 kN/mm
► Higher passenger comfort
► Damping of vibrations / impact loads
► Protection of the rolling stock
► Protection of Slab Concrete
► Reduction of secondary deflection
► increasing of corrugation
► increasing of structure born noise
► increasing of secondary airborne noise
Difference between vertical deflection y and secondary deflection δ
should be not more than 3-4 %. Otherwise can lead to:
δδδδ
a
y
Required Elasticity of Fastening Systems for Slab Track
30
31
Rail Pad
Requirements for stiffness of elastic components
DBS 918 235 (German Railways Standard)
Stiffening factor
Testing temperature
Nominal static stiffness
Testing frequency
15 ≤ cnom,stat ≤ 200 kN/mm 30 ≤ cnom,stat ≤ 200 kN/mm
High speed regular*
Lower limit Upper limit Lower limit Upper limit
50 °C 1,0 1,5 1,0 2,2 10 Hz
23 °C (RT) 1,0 1,5 1,0 2,2 5, 10, 20, 30 Hz
0 °C; -10 °C 1,0 2,0 1,0 5,0 10 Hz
32
Requirements for stiffness of elastic components
DBS 918 235 (German Railways Standard)
The static stiffness is tested for forces on rail support of F=35kN, F=50kN and F=75kN at room temperature.
All other stiffness (dynamic and at different frequencies and different temperatures) are tested for a force on rail
support of F=50kN.
The stiffness is then tested for F=50kN and at a toe load of 18kN as a secant between 18 and 68kN.
Stiffness for frequencies 400 Hz < f < f 2000 Hz are also tested to check behavior due to uneveness of rails,
Wheel/Rail resonance (middle frequency) and roughness and grooves on rail (high frequency)
33
Temperature Force on rail support
35kN 50kN 75kN
New Rail Pads
+50 +/- 3°C
+23 +/- 3°C
+/-0 +/- 3°C
-10 +/- 3°C
-20 +/- 3°C
Stiffness after repeated load test (max. deviation 15%)
+23 +/- 3°C
Temperature Frequency
5Hz 10Hz 20Hz 30Hz
New Rail Pads
+50 +/- 3°C
+23 +/- 3°C
+/-0 +/- 3°C
-10 +/- 3°C
-20 +/- 3°C
Stiffness after repeated load test (max. deviation 15%)
+23 +/- 3°C
► Table results of stiffness determination
Requirements for stiffness of elastic components
DBS 918 235 (German Railways Standard)
34
Stiffness of Base plate pad 300
15
20
25
30
35
0 5 10 15 20 25 30 35 40 45
Frequenz Hz
Sti
ffn
ess
kN
/mm
Room Temperature RT
± 0 °C
- 10 °C
+ 50
Elastic Performance of Base plate pad
35
Further Requirements
• Possibility of Pre-assembly favorable
• Electrical insulation
• Possibility of gauge regulation necessary
• Possibility of height regulation necessary
• Exchangeability of all components
• High fatigue limit of clip to allow high elasticity
• Simple installation
36
37
Details on High Speed Fasteners
Vossloh Rail Fastening System 300
Elastic Baseplate PadZwp
Tension Clamp Skl 15
Angled Guide Plate Wfp
Concrete sleeper
Base Plate Grp
Rail Pad Zw
Rail
Plastic Dowel Sdü
Sleeper Screw Ss
38
• + 6/ - 4 mm with different rail pads
directly under rail
Height Regulation + 56 / - 4mm
• additional+20 mm with different
plastic height regulation plates in the rail seat
• additional +50 mm with different
plastic height regulation plates rail seat and 20 mm steel height
regulation plate in the rail seat
Vossloh Rail Fastening System 300
Ap 20-6 / Ap 20-10 Zw 692-2 bis Zw 692-12 Ap 20-S
39
Vossloh Rail Fastening System 300
SKL 15 fastens the rail with
• high toe load
• long spring deflection
• highly elastic Tension Clamps
with secondary stiffness
guaranteed by
- 2 independently working spring arms
- middle bend for tilting/ rotating protection
0
5
10
15
20
25
0 5 10 15 20
deflection [mm]
Load [kN]
• with high fatique limit of 3,0 mm
4
5
6
7
8
1 2 3 4 5 6 7 8 9 10
time
am
pli
tud
e [
mm
]
40
Vossloh Fastening System 300 for turnouts
41
Thank You!
43
Backup
43
Former lines Cologne - FrankfurtBallast Track Slabtrack
high speed trains V ≤ 280 km/h V ≤ 300 km/hfreight trains V ≤ 120 km/h only passenger trains
axle load: 22,5 t
special requirement mixed traffic parallelism with existing high wayunconditioned
application of eddy current brake
maximum gradient 12,5 o/oo 40 o/oo
minimum curve radius 5.100 m 3.350 mmaximum cant 90 mm 170 mmmaximum cant deficiency 90 mm 150 mmuncompensated lateral acceleration 0,59 m/s2 0,98 m/s2
Comparison of high-speed linesBallast Track and Slab Track
Source:
� This track record proves the durability of the slab track geometry on Cologne-Frankfurt(Development between 2002 and 2005)
Track record, vertical profile, 50 m low pass filtered, measured with OMWE
Source:
Slab Track
Who uses slab track in Europe
• Germany Cologne – Frankfurt:
� reduction of travel time Cologne / Frankfurt from 135 to 76 minutes� Lufthansa check-in can already be done at main station in Cologne for
flights from Frankfurt
Nuremberg – Ingolstadt: � reduction of travel time Nuremberg - Munich by 31 minutes to 66
minutes
• Spain several short sections and tunnels
• Austria Melk
• Netherlands: HSL Zuid (mostly elevated)
• UK: Channel Tunnel Rail Link
• Switzerland: standard for all tunnels
Vossloh Rail Fastening System DFF 300
Rehabilitation on existing slab track
47
►e.g. for large settlement on bridges and necessity of large track alignment
Rehabilitation of Slab Track after derailment
Repairing of concrete shoulders
48
1. Removing of all destroyed Fastening components. In case of destroyed dowels/insert, the dowel has to be removed according dowel replacement description.
2. Repairing of shoulders with form (shaped to sleeper/shoulder design) and with using epoxy grout.
3. Installation of new fastening components (or old not damaged components) according assembly instructions.