Post on 03-Jun-2018
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AGENDA
High Speed in Europe
Slab Track Systems
Requirements and Standards for Fasteners
Rail Pad
Details on High Speed Fasteners
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High Speed in Europe
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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
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Slab Track Systems
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History
Development started mid 60`s in middle Europe
First test section Bzberg Tunnel - (Switzerland)
Hirschaid (Germany)
Radcliff on Trent (UK)
Shinkansen line (Japan)
Long-Term experiences - Germany since 1972in Railway Station of Rheda
Slab Track
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Rheda after a total load of more than 750 million gross tonnes.
History of slab track in Germany
Station Rheda built 1972
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RHEDA original after morethan 750 Million GrossTonnes
Fastening System from 1972
Even the rails are still from1972
Besides rail grinding, nomaintenance
Rheda slab track
Continuous reinforced concrete slab with free cracking
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Infilling Concrete
Concrete Ties
BitumineousCoating
Ballast
Thermal insulation by Styrofoam Concrete
Cement improved Subsoil
Rheda slab track
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Subsoil drain
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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 tunnelsimportant for rescue concept
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Advantageous at a glance
Very high lateral and longitudinal track stability (no riskof track buckling, thus unconditioned application ofEddy 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
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11500403350150170330 (300)Passenger177DB 2002NBS Frankfurt/Main - Kln
16000(12000)256000(4000)27(86)150(180)300PassengerRz278SNCF 1990TGV-Atlantik
25
12,5
12,5
12,5
35
15
15
8,5
15
20
maxgradient
[%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+MitteFulda Wrzburg
250006045(85)
250Mixed .Rz + Gz
83DB 1988NBS H/W SdFulda- Wrzburg
250006045(85)
250Mixed Traffic.Passenegr +
Freight
99DB 1987/91NBS M/S MannheimStuttgart
25000(16000)
35(130)
180(200)
270Passenger388SNCF 1983TGV-SdostParis - Lyon
1500045155260
Passenger270JR 1982Joetsu Shinkansen
1500045155260
Passenger496JR 1982Tohuku Shinkansen
20000120125250
Mixed TrafficPassenger+
Freight
236FS 1977Nuovo Diretissima (RomFlorenz)
1500030(50)
180(200)
260
Passanger161+393JR 1972/75Sanyo-Shinkansen
1000060
(100)
180220Dedicated
Passanger
515JR 1964Tokaido-Shinkansen
Min verticalcurves
[m]
max cantdeficiency
[mm]
max cant[mm]
max V[km/h]
TrafficLength [km]OpeningLine
Alignment parameters of international high-speed lines
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High-speed line Cologne-Frankfurt parallel to existing expressway
Bundling of new railway line and existing expressway reduces the landusage 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
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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
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RHEDA 2000
The RHEDA development stages
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Ballastless Tracks Cross-Section of RHEDA 2000
On Embankment
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The reinforcement can be reduced up to 50%,compared with standard application onembankment (depending on substructureconditions)
Ballastless Tracks Cross-section of RHEDA 2000
Tunnel
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Ballastless Tracks Cross-Section of RHEDA 2000
Bridges and Viaducts
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Ballastless tracks
Adjustment of RHEDA 2000 with spindle brackets
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LCC for Slab and Ballasted Track
(Example)Net Present Value
Renewal of the SlabTrack
Renewal of theBallasted Track
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Slab Track
System Zblin
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Driving in of ties with vibrations
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Slab Track
System Bgl Precast Slab
6450
650
min.2550
max.2800
200
Verguffnung
650300 650 650 650
Fertigteilplatte Spindel
Breitfuge
Schmalfuge
650650650 300650
Gewindestahl
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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.
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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 mm0.78 / 0.87 mm
Comparison of stiff and elastic System
Reduction of 20%
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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 secondarydeflection should be not more than 3-4 %.Otherwise can lead to:
a
y
Required Elasticity of Fastening Systems for Slab Track
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Rail Pad
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Requirements for stiffness of elastic components
DBS 918 235 (German Railways Standard)
Stiffening factor
Testingtemperature
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
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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)
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Temperature Force on rail support
35kN 50kN 75kN
New Rail Pads
+50 +/- 3C
+23 +/- 3C
+/-0 +/- 3C
-10 +/- 3C
-20 +/- 3C
Stiffness after repeated load test (max. deviation 15%)
+23 +/- 3C
Temperature Frequency
5Hz 10Hz 20Hz 30Hz
New Rail Pads
+50 +/- 3C
+23 +/- 3C
+/-0 +/- 3C
-10 +/- 3C
-20 +/- 3C
Stiffness after repeated load test (max. deviation 15%)
+23 +/- 3C
Table results of stiffness determination
Requirements for stiffness of elastic components
DBS 918 235 (German Railways Standard)
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Stiffness of Base plate pad 300
15
20
25
30
35
0 5 10 15 20 25 30 35 40 45
Frequenz Hz
StiffnesskN/mm
Room Temperature RT
0 C
- 10 C
+ 50
Elastic Performance of Base plate pad
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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
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Details on High Speed Fasteners
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Vossloh Rail Fastening System 300
Elastic Baseplate Pad
Zwp
Tension ClampSkl 15
Angled Guide Plate
Wfp
Concrete sleeper
Base Plate Grp
Rail Pad Zw
Rail
Plastic DowelSd
Sleeper ScrewSs
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+ 6/ - 4 mm with different rail pads
directly under rail
Height Regulation + 56 / - 4mm
additional+20 mm with different
plastic height regulation plates inthe rail seat
additional +50 mm with differentplastic height regulation plates railseat and 20 mm steel heightregulation plate in the rail seat
Vossloh Rail Fastening System 300
Ap 20-6 / Ap 20-10 Zw 692-2 bis Zw 692-12Ap 20-S
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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
amplitude[mm]
40
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Vossloh Fastening System 300 for turnouts
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Thank You!
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Backup
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C i f hi h d li
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Former lines Cologne - Frankfurt
Ballast 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 withexisting high way
unconditioned
application of eddycurrent 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:
Track record vertical profile 50 m low pass filtered
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This track record proves thedurability of the slab track
geometry on Cologne-Frankfurt(Development between2002 and 2005)
Track record, vertical profile, 50 m low pass filtered,measured with OMWE
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Vossloh Rail Fastening System DFF 300
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g y
Rehabilitation on existing slab track
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e.g. for large settlement on bridges andnecessity of large track alignment
Rehabilitation of Slab Track after derailment
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Rehabilitation of Slab Track after derailment
Repairing of concrete shoulders
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1. Removing of all destroyed Fastening components. In case of destroyed dowels/insert, thedowel has to be removed according dowel replacement description.
2. Repairing of shoulders with form (shaped to sleeper/shoulder design) and with using epoxygrout.
3. Installation of new fastening components (or old not damaged components) accordingassembly instructions.