Modular Slab Track - Permanent Way Institution
Transcript of Modular Slab Track - Permanent Way Institution
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1 www.rhomberg-sersa.com
Modular Slab Track Asfordby Slab Installation IVES – PORR – V-Tras
PWI Winter Conference December 2014
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Although many forms of slab track have been developed it can be argued that the birthplace of high speed slab system is Japan.
1965 JNR started to develop “new track structures”, the design specification being
Ø Construction cost being less than twice that of ballasted track Ø Elasticity and lateral/vertical strength be greater than that of
ballasted track Ø Construction rate of >200m per day
In 1972 the ballastless track structure was named “Slab Track” and first applied on the Sanyo Shinkansen line
Development of the Modular concept
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Development of the Modular concept
Ø Slab dimensions 5m x 2.2m x 0.19m
Ø Stopper gives lateral stability
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Life Cycle Cost
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Life Cycle Cost
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Many variations have since been developed as well as alternative slab systems
Continued Development
Standard Frame Slabs - Japan
Rheda 2000 - Germany
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Continued Development
Bogl - Germany
PORR - Austria
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Network Rail made the decision to undertake a trial of two slab track forms in 2013 with the addition of a new form of transition module Ø System 1 – Rhomberg Sersa IVES
Asfordby
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System specifics
Asfordby
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Asfordby
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Asfordby
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Ø System 2 – PORR
Asfordby
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Asfordby
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Ø Transition Module – Rhomberg Sersa V-Tras
Asfordby
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Asfordby
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Asfordby
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Asfordby
LH Curve radius 1655m 70m transition
180m straight
50m transition LH Curve radius 1785m
V-Tras 165 IVES Blocks 24 PORR Slabs 209 IVES Blocks
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Sequence of works; Ø Formation prepared with 100mm of Type 1 material compacted to achieve
a minimum stiffness of 30kN/mm Ø Using standard highways asphalt machine (laser controlled) lay two
layers of hot rolled asphalt, total depth is 250mm with a minimum width of 2700mm Tolerance of Asphalt layer +0mm / -10mm
Asfordby
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Installation of IVES; Ø IVES blocks are lifted and placed on the Asphalt layer
Asfordby
Total accuracy of the vertical and horizontal alignment is not required at this stage.
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Ø Baseplates are laid in
readiness for rail installation
Asfordby
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Ø Rails are installed and clipped up
Ø RhoTas system is installed
Ø Rail and Baseplate are lifted and aligned to the final design
Asfordby
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Ø Rails are installed and clipped up
Ø RhoTas system is installed
Ø Rail and Baseplate are lifted and aligned to the final design
Asfordby
Ø Hergie measuring system is used to measure the track position / gauge / super elevation
Ø Accuracy of +/- 1mm is achievable
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Ø Shutters are fitted to the Baseplates
Ø Grout is poured through the grout aperture to fill the void below the Baseplate
Asfordby
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Installation of PORR; Ø PORR slabs are lifted and placed on the Asphalt layer
Asfordby
Ø Wire mesh is laid / supported 50mm above the Asphalt layer
Ø Five threaded support bars hold the slab to design height
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Asfordby
Ø Reinforcement cages are fitted in the slab recesses
Ø Shuttering is fitted to the sides of the slab
Ø Rails are installed and clipped up
Ø Final design is achieved by adjusting the threaded support bars
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Asfordby
Ø Self Compacting Concrete is poured to fill the void below the slab
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Installation V-Tras;
Asfordby
Ø Concrete slab is cast to hold the pivot rail
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Installation V-Tras;
Asfordby
Ø V-Tras unit is lifted into place
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Installation V-Tras;
Asfordby
Ø V-Tras is lifted to final design
Ø Sleepers are placed on V-Tras
Ø Ballast is placed and compacted in layers
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Installation V-Tras;
Asfordby
Ø Rail is installed and clipped up
Ø Adjustment made to the horizontal alignment
Ø Horizontal alignment is fixed
Ø V-Tras is lifted to final vertical alignment and ballast compacted
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Simple and robust structure Ø Use existing sub structure Ø Standard asphalt / concrete formation layer Ø Single design of pre stressed concrete bearer for straight and curved track Ø Low surface pressure
Fast and simple construction Ø Simplicity and robustness of the “bottom up” system with accuracy of the “top down” rail positioning Ø Only the final rail positioning requires time consuming accuracy Ø Mechanised construction Ø Single line working construction Ø Simple and effective surface drainage Ø Low surface pressure
Summary of Benefits
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Efficiency in design Ø Long term track stability Ø Designed and managed track stiffness Ø Improved track drainage – eliminates drainage faults such as wet beds Ø Low ground bearing forces Ø High accuracy of rail positioning with long term stability of the rail geometry – thus reduction a in track component failure.
Summary of Benefits
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Efficiency in operation Ø Line speed handback Ø Increased infrastructure performance Ø Reduced impact on operational running Ø Reduced faults
Ø ballast deterioration Ø drainage failure Ø reduced rail wear – therefore increased rail life (+25%) Ø eliminates maintenance interventions Ø reduced renewal interventions Ø increase in S+T performance
Ø System will allow for track lowering in tunnels for gauging or OLE installations – fixed geometry allowing reduced gauge clearances
Summary of Benefits