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Slide 1
REMS : Removable Embedded Metro System
Patrick Carels, CDM
Prague, 24-6-2010
Urban Track Conference
Slide 2
1. CDM. The Company
2. Urban Track REMS
Slide 3
General Structure. Areas of business
CDM. The company
Vibration Isolation Systems
TRACK
INDUSTRY
COMPONENTS
BUILDING
Active in the field of N&V control since 1951
Developing a worldwide partner network: Europe and Africa North and South America Middle and Far East Australia
A team of engineers, focusing on solutions & performance for the best price-qualitative solution to a given situation (Customized design)
Not depending on obligatory use of certain products or materials; CDM uses the latest technologies on the level of elastic composites, springs, air cushions, resin-bonded rubber…
Possessing in house-testing materials
Slide 4
Verticaly integrated value chain
CDM. The company
Slide 5
Some of our rail solutions CDM. The Company
Slide 6
Some building applications
CDM. The company
Slide 7
CDM components testing
CDM. The company
CDM LABORATORY
Static and dynamic stiffness (250kN press) of components and systems
Low frequency long term fatigue
Creep
Physical material tests
COLLABORATIONSTechnical Universities, Leading Railway Institutes & Consultants
Real time tests on models
Certifications
In situ measurements
Resistance to hydrocarbons
Rheological characteristics
Saline mist tests
High frequency dynamic fatigue
Slide 8
1. CDM. The Company
2. Urban Track REMS
Slide 9
Trend:
Tunnels are more often equipped with track allowing multimodal use (rolling stock, emergency vehicles...) as well as easy evacuation of passengers in case of emergency.
Solutions:
A track superstructure with elastically embedded rails, integrated in a concrete slab that makes it possible to support the rail continuously without any mechanical fixation.
However, operators and permanent way owners are concerned about the easy replacement possibilities of the embedded rails.
Urbantrack:
WP1.1: Develop a Removable Embedded Metro System (REMS) WP3.1: Validation on site in Metro de Madrid Network
URBAN TRACK REMS
Metro LA
Metro Lisbon
Slide 10
State of the art analysis
: • Costly natural rubber rail encapsulation components ( 3, 4 )• Limited noise and vibration attenuation ( 1, 2, 5 )• Use of uncommon rail profiles ( 1, 2, 6 ) • Railhead not flush with slab ( 2, 3, 5 )
1. Nikex
2. Balfour Beatty
3. Ortwein
4. Sheridan 5. Beton & Monierbau
URBAN TRACK REMS
6. ReRail
Slide 11
MDM’s choice :Double jacket :
(1) External jacket put in contact with the concrete
(2) Internal jacket fixing the rail with “key” system
Concept
development
:Removable Embedded Metro System
A
BC
D1 1
22
Key
1
URBAN TRACK REMS
Slide 12
Final unlocking and replacing concept of the rail
Only the rail is replaced, rubber keys and filler blocks are re-used
To avoid tolerance problems when reassembling all rubber parts are to be put in their original location again
URBAN TRACK REMS
Slide 13
Three stiffness classes :
CLASSIC 15 - 20 MN/m/lm-rail
COMFORT <10 MN/m/lm-rail
COMPACT 30 - 40 MN/m/lm-rail
4862
URBAN TRACK REMS
Slide 14
Installation concept
First phase
5. Finishing layer4. Removal of JIG’s3. Pouring of first concrete layer
Second phase
2b. Screwing adjustment device 2a. Positioning with JIG’s1. Jacketing
URBAN TRACK REMS
Slide 15
Compact Classic Comfort
Only slight opening between rubber parts
Testing of blocks at CDM on Instron press
Under vertical load at 26°
and 30 kN (= 2 x design load)
URBAN TRACK REMS
Compact Classic Comfort
Max. vertical deflection 1,22 1,58 2,99 mm
Res. frequency 73 46 40 Hz.
Static Rail-modulus 35 26 13 MN/m/lmrail
Dynamic Rail modulus 162 65 48 MN/m/lmrail
Static spring cte 60 49 30 MN/m
Dynamic spring cte 281 121 105 MN/m
REMS system performance results
Slide 16
Insertion of wedges
Keys are taken out with help of plyers
Rail extraction
Re-insertion
Rail replacement
Re-insertionRe-locked
Rail removal
test at
CDM
URBAN TRACK REMS
Slide 17
2D FEM analysis : visualization of stresses under 26° inclined load
REMS Comfort
Vertical stiffness : 14.458 MN/m/mLateral stiffness : 7.867 MN/m/mRail extraction stiffness : 3.897 MN/m/m
URBAN TRACK REMSTests at Polimi
Polimi test setup and test programm
Slide 18
Dynamic tests URBAN TRACK REMS
05
1015
2025
30
010
2030
4050
6070
8090
0
20
40
60
80
100
120
140
160
180
200
[Hz]
COMPACT Vertical stiffness per unit length Load amplitude: 10% of Q0 Sample inclination: 0 deg Before fatigue test
% of Q0
[MN
/m/m
]
Slide 19
Fatigue tests
0 0.5 1 1.5 2 2.5 3x 106
150
155
160
165
170
175
180
185
190
195
200
N. of cycles [-]
[MN
/m/m
]
COMPACT: Dynamic vertical stiffness - Load: 0kN - Q - Load direction: 26 deg
URBAN TRACK REMS
Slide 20
0 5 10 15 20 25 30 35 40 45 500
1
2
3
4
5
6
7
8
[mm]
[kN
]
CLASSIC Rail pull-out
Maximum pull-out force of 7.16kN at 20.4mm
Applied force vs. rail vertical displacement
URBAN TRACK REMSVertical rail pull-out
Slide 21
0 5 10 15 20 25 30 350
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
[mm][k
N]
COMFORT Rail longitudinal restrain
Stepwise change of the sliding speed to see its influence on the friction forces
Maximum force of 1.05kN for 2mm/min sliding speed Maximum force of 1.15kN for 10mm/min sliding speed
URBAN TRACK REMSLongitudinal rail restraint
Slide 22
URBAN TRACK REMSAgeing setup
7 days in alkaline solution of slaked lime Ca(OH)2
pH = 11 temperature = 40°C pump for water recirculation
Slide 23
0 5 10 15 20 25 30140
150
160
170
180
190
200
[Hz]
[MN
/m/m
]
COMPACT Vertical stiffness per unit length Load amplitude: 10% of Q0 Sample inclination: 0 deg Preload: 90% of Q0
Before aging testAfter aging test
0 deg –
90% preload
Vertical stiffness per unit length [MN/m/m]
as a function of frequency
0 5 10 15 20 25 300
0.5
1
1.5
2
2.5
3
3.5
[Hz][M
Ns/
m/m
]
COMPACT Vertical total damping per unit length Load amplitude: 10% of Q0 Sample inclination: 0 deg Preload: 90% of Q0
Before aging testAfter aging test
0 deg –
90% preload
Vertical damping per unit length [MNs/m/m]
as a function of frequency
URBAN TRACK REMSResults before and after ageing
Slide 24
Manufacturing of moulds for REMS production
Mould for locking brackets and rail filling blocks
Mould for keys and strip
Manufacturing technology : moulding of crumb rubber with PU binder
URBAN TRACK REMS
Slide 25
Validation tracks
TEST SITE 1 : METRO DE MADRID, August 2008 (Exterior Track, Canillejas depot)54 lmst in straight track: 18 lmst Compact + 18 lmst Classic + 18 lmst Comfort)
TEST SITE 2 : METRO DE MADRID, November 2009 (Tunnel, Access to Line 5)56 lmst in curved track of REMS-Comfort in tunnel
URBAN TRACK REMS
Site 1 Site 2
Slide 26
REMS installation, site 1
Jackets JIG’s U clip application tool
Jacketing U clip assembly
URBAN TRACK REMS
Slide 27
REMS installation, site 1
JIG installation Track leveling Setting of track gauge
Concreting Finished REMS track Finished REMS track
URBAN TRACK REMS
Slide 28
Straight rail replacement test, site 1
Extraction of keys
Lifting out of the rail
Insertion of plastic wedges
URBAN TRACK REMS
Slide 29
Cutting and welding simulation Re-insertion of rail
Re-insertion of rail Re-insetion of keys
Straight rail replacement test, site 1
URBAN TRACK REMS
Slide 30
URBAN TRACK REMSRail lift out test with two magnets
Magnet rated 1000 kg Magnet test setup
Friction between rubber REMS components is bigger than expected => two magents are not sufficient.
Slide 31
URBAN TRACK REMSREMS installation, site 2
Setting up track with gauges Concreting Finished REMS track surface
Counter rail in curve
Slide 32
URBAN TRACK REMSCurved rail replacement test, site 2
Use of rail jack Rail outside embedment
Track after curved rail re-insertion
Slide 33
Measurements test site 1 ( Ineco-Tifsa )• Stresses in the rail
• Vertical deflections
• Gauge openings
• Twisting of the rail
URBAN TRACK REMS
Measurements in original and replaced REMS railfor each stiffness class, during the passing of trains at different speeds
Various sensors
Test site 1
Slide 34
Stresses in the rail
MEDIA DESVIACIÓN ESTANDAR MÁXIMO MEDIA DESVIACIÓN
ESTANDAR MÁXIMO
20 Km/h 34.4 1.9 38.3 31.6 1.4 32.730 Km/h 31.0 1.3 33.3 31.6 0.3 32.040 Km/h 35.2 0.4 35.8 32.5 0.8 34.2
VELOCIDAD Km/h HILO EXTERIOR HILO INTERIOR
CLASSIC (MPa)
MEDIA DESVIACIÓN ESTANDAR MÁXIMO MEDIA DESVIACIÓN
ESTANDAR MÁXIMO
20 Km/h 34.1 1.3 37.0 36.9 1.5 39.230 Km/h 33.3 0.5 34.3 36.7 0.4 37.540 Km/h 35.4 0.1 35.6 36.8 0.3 37.3
VELOCIDAD Km/h
COMFORT (MPa)HILO EXTERIOR HILO INTERIOR
MEDIA DESVIACIÓN ESTANDAR MÁXIMO MEDIA DESVIACIÓN
ESTANDAR MÁXIMO
20 Km/h 27.6 1.4 28.6 29.3 2.4 31.730 Km/h 27.2 0.3 27.5 30.8 1.2 32.640 Km/h 29.0 0.3 29.3 26.8 0.6 27.6
VELOCIDAD Km/h
COMPACT (MPa)HILO EXTERIOR HILO INTERIOR
Maximum allowed strain (UIC54 with 900N/mm2 hardness) = 220N/mm2
URBAN TRACK REMS
OK
Slide 35
Deflections
-4,0
-3,5
-3,0
-2,5
-2,0
-1,5
-1,0
-0,5
0,0
0,5
1,0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Tiempo (seg.)
Des
plaz
amie
nto
(mm
)
CLASSIC COMFORT COMPACT
URBAN TRACK REMS
OK
Slide 36
Gauge stabilityCOMFORT stiffness class
Int. and Ext rail measurements: values > 0 means the rail trends to close the gaugeIn green, difference between Int. and Ext. measurements: values > 0 means opening of the gauge
-1.0
-0.5
0.0
0.5
1.0
1.5
2.0
2.5
3.0
5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Tiempo (seg.)
Des
plaz
amie
nto
(mm
)
P211 CABEZA HILO EXTERIOR P221 CABEZA HILO INTERIOR ANCHO VÍA
URBAN TRACK REMS
OK
Slide 37
Metro pass by during measurements on REMS track
Measurements test site 2 :• Stresses in the rail (Ineco-Tifsa)• Vertical deflections (Ineco-Tifsa)• Gauge openings (Ineco-Tifsa)• Twisting of the rail (Ineco-Tifsa)• Noise and Vibration (D2S)
Measurements :• On reference track and REMS track• In original and replaced rail
Polimi got data to check their FEM model
URBAN TRACK REMS
Sensors on reference track
Slide 38
Comparison Wall vibration levels: Ballasted track section and REMS system: Global equivalent RMS vibration velocity levels
72
74
76
78
80
82
84
86
88
0 10 20 30 40 50
speed [km/h]
[dB
ref.
1e-9
m/s
]
Ballast S1 LeqBallast S2 LeqREMS Leq
URBAN TRACK REMS
Comparison Noise levels Ballasted track system and REMS system: Global equivalent noise levels
70
75
80
85
90
95
0 10 20 30 40 50
Speed [km/h]
[dBA
ref.
2e-5
Pa]
REMS LeqBallast S1 LeqBallast S2 Leq
The measurements by Ineco-Tifsa
show that :•
all REMS versions behave better than ballasted track in terms of rail stress and rail displacements•
rail replacement on worst-case scenario REMS Comfort proved to cause only a slight impact on track behavior, which continues to be completely satisfactory
The measurements by D2S show that :•
wall vibrations are lower for the ballasted track section. This is most probably caused by a lower track bed
stiffness for the ballasted track compared to that of the REMS track•
noise levels on the ballasted reference track are lower than in the case of the REMS system.This is due to the acoustic absorbance of the ballast. Concrete reflects the noise more.
Slide 39
LCC with Metro de Madrid parameters :• Reference : booted sleeper track in existing tunnel • UT development : REMS track in existing tunnel
Booted sleeper trackin existing tunnel
REMS trackin existing tunnel
REMS : LCC reduction of 25%
(No socio economic benefits considered )
URBAN TRACK REMS
Slide 40
REMS validation
URBAN TRACK REMS
Criterion Target Validation result Comments
1. Rail flush with tunnel invert
Flat track surface in the tunnel Yes, easier emergency evacuation of metro passengers
Tyre vehicle traffic also possible
2. Initial installation in a minimum of time
18 m REMS in less than 48hours OK, REMS Installation of 18 m in less than 48 hours thanks to top down method with gauge frames
Only 56 m of REMS Comfort was installed in the tunnel
3. Minimum tunnel invert section
Reduce height of rail infrastructure by 200 mm
OK, the rail is embedded in the concrete track slab
-
215 mm compared to reference track
4. Three rail stiffness classes
* 30 –
40 MN/m/lm-rail
* 15 -
20 MN/m/lm-rail
* < 10 MN/m/lm-rail
Only the < 10 MN/m/lm-rail Comfort REMS solution was installed in the tunnel
Metro the Madrid was not interested by the two stiffer types
5. Electric isolation meeting the present standard EN13481
5 k Ω
km OK, using special paint on the rail Based on lab test results but not applied on validation site
6. Integrated safety lighting Flush with track surface, easy to install Appropriate LED rope lights were selected but not applied on site
MDM did not want to mix existing light with new LED rope lights
Slide 41
7. 18 m single track railreplacement in a minimum oftime
4 hours during night time window OK, if sufficient number ofworkers are available
Rail cutting and welding wassimulated but not realy
done
8. Vibration isolation Comfort system -12 dBv
comparedto direct fixation
Not OK. Tunnel wall vibrationsare higher than for ballasted track
Ballast track bed stiffness is probably lower than that ofComfort REMS
9. Airborne noise No increase Not OK Concrete reflects noise thewhereas ballast absorbs
10. Life cycle cost reduction 25% compared to reference system OK, even though no socioEconomic benefits wereconsidered
Tunnel tube infrastructure isnot included in LCC analysis
11. REMS installation cost less than 400 €/lm of track ex. Railsand concrete
OK
12. Non destructive railreplacement
Re use of rubber components, nodestruction of concrete embedment
OK Two successful replacementtests
13. Easy rail replacement Use of two magnets rated 1000 kgeach
Not OK, friction between rubberparts was more than expected
Welding lifting anchors onworn down rail head can bean alternative solution
14. Pass homologation tests Polimi
tests on REMS samples OK Metro de Madrid acceptsREMS for wider use innetwork
URBAN TRACK REMSREMS validation
Slide 42
The main development criteria like :
• flat track surface for tunnel emergency evacuation
• easy and non destructive rail replacement
• 25 % reduction in life cycle costs
• technical specs.
• cost
were all met.
Only N&V performance was not better than that of the ballasted reference track. Up to now no clear explanation was found for this.
Never the less Metro de Madrid approved the application of REMS for wider use in their network.
The REMS project has thus become a successful example of innovation in accordance with the Urban track goal to functionally develop track systems while keeping life cycle cost in mind.
URBAN TRACK REMSConclusions
Slide 43
Thanks for your attention !
R&D