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8/12/2019 Bernhard Lechner
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Research activities
at the Chair and Institute ofRoad, Railway and Airfield ConstructionRailway Concrete Pavements
Dr.-Ing. Bernhard Lechner
2ndInternational Conference on Best Practices
for Concrete Pavements
Florianopolis, November 2011
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Continuously Reinforced Concrete Pavementfor ballastless tracks (Nuremberg-Ingolstadt)
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High speed line CologneRhine/Main opened 2002
Vmax 300 km/h
Rreg 3350m
Cantmax 170mm
Grademax 40 %o
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Research activities
at the Chair and Institute ofRoad, Railway and Airfield Construction
Introduction Why ballastless tracks?
Concrete Pavements supporting
Sleeper Panels or Fastening Systems
Design features and thickness design
Perspectives and Conclusions
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Research activities
at the Chair and Institute ofRoad, Railway and Airfield Construction
Dr.-Ing. Bernhard LechnerIntroduction
Actual conventional track design
Ballast bed:
High permeabilityNo rigid fixation of sleeper panel
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Load distribution by rail deflection and damping required
-0,5
0,0
0,5
1,0
1,5
2,0
6000
5000
4000
3000
2000
1000
0
-1000
-2000
-3000
-4000
-5000
-6000
Defle
ction[mm]
Defle
ction[mm]
[mm]
Unsprung mass
of axle up to 2to
Rail deflection under 20t single axle load
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Gapbetweensleeperandballast[mm]
Introduction
Uneven sleeper support (Hanging sleeper)
Dr.-Ing. Bernhard Lechner
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White spots
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Improving conventional ballasted tracks by
Reduction of dynamic rail seat loads:
Additional load distribution and dampingby introduction of elastic components (e.g. fastening
systems)
Reduction of ratio rail seat load vs. ballast stress:
Wide base sleepers
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Elastic Rail Pads
Elastic Sleeper Pads
Sub-Ballast Mats
(Bridge decks)
Wheel Load
Rail seat load
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Conventional sleeper
B 70
Conventional
Fastening System
Sleeper B 75
increased contact area
High resilient fastening
system
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Resistance against track
buckling
Control of high longitudinal
compressive forces in
continuously welded rail
during summertime.
Dr.-Ing. Bernhard Lechner
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CologneRhine/Main 2002
Vmax= 300 km/h
Rreg= 3350m
Cantmax170mm
Grademax40 %o
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Costs ballasted vs. ballasted track
Tracks on earthworks:
Improved Ballasted track superstructure (including protection layer)
Initial costs: 450-500 T Annual maintenance costs: 3.55 T
Ballastless track superstructure (including base layer and noise absorbers)
Initial costs: 550-700T Annual maintenance costs 0.25T
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Total cost for the new construction of a railway line (without rolling stock)
Conclusion: High leverage of reducing civil construction cost by use ofalignment advantages of slab track superstructure for PDLs
Civil construction
55-70 %
Electrical & Signallingequipment25-35 %
Track work
5-10 %
1 % reduction of civil cost 10 % compensation of track cost
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Low maintenance
High availability ( 100%)
Increased service life Designed service life 60 years
Low structural height
High lateral track resistance which allows future speed increases incombination with tilting technology and/or usage of eddy current
brakes (contactless braking system) No problems with flying ballast stones at high speed
Ballastless tracksState-of-the-art solutions for high speed lines
Main characteristics:
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Eddy current brake
http://localhost/var/www/apps/conversion/tmp/scratch_9//upload.wikimedia.org/wikipedia/commons/4/48/Wirbelstrombremse_aktiv.jpg8/12/2019 Bernhard Lechner
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Research activities
at the Chair and Institute ofRoad, Railway and Airfield Construction
Introduction Why ballastless tracks?
Concrete Pavements supporting
Sleeper Panels or Fastening Systems
Design features and thickness design
Perspectives and Conclusions
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GENERAL SYSTEMS OF BALLASTLESS TRACKS
DISCRETE RAIL SEATS
OR CONTINUOUSLY
EMBEDDED RAIL
ON CONCRETE SLAB
(CRCP)
PRE-CAST SLABS ON
TREATED BASE
Ref: Max Bgl GmbH
SLEEPER PANEL ON
CONCRETE PAVEMENT
(fixed or monolithic)OR ASPHALT PAVEMENT
(fixed)
Ref: Pfleiderer track systems
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First ballastless track
installed at Rheda station
1972
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Rheda 1972
14cm CRCP
First ballastless track installed at Rheda station 1972
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Ballastless track systems
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CRCP for ballastless tracks (Hannover-Berlin)
Free cracking of CRCP
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Discrete rail seats on
CRCP(controlled crackingrequired)
Cement treated base (CTB)
CRCP
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Cracking of CRCP controlled by embedded prefabricted sleepers
(Test section built 1978)
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Sleeper panels onCRCP
Monolithic connection
Rheda with trough
(Hannover-Berlin 1988)
Cement treated base (CTB)
CRCP
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Sleeper panels onCRCP
Monolithic connection
Rheda with troughand two-block
or lattice girder sleepers
Cologne-Rhine/Main 2002Cement treated base (CTB)
CRCP
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Sleeper panels onCRCP
Monolithic connection
Rheda 2000
(without trough)
Nuremberg-Ingolstadt 2006
Cement treated base (CTB)
CRCPCRCP + Filling Concrete
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Temporary rail support required
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Temporary rail support removed
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Curing according to road construction
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Nrnberg Ingolstadt
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Cracks up to 0.5mm are
according to CRCP design
no sealing required
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Switches must be
integrated
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CRCP for ballastless tracks (Hannover-Berlin)
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Sleeper panels fixedon CRCP
BTD V2
(Hannover-Berlin 1988)
180mm CRCP
300mm Cement Treated Base (CTB)
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ATD-structure with sleepers on asphalt pavement (30cm)
High-speed line HannoverBerlin (1998)
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Discrete rail seatson CRCP
ControlledCracking required
BTE (ZBLIN)240mm CRCP
300mm Cement treated base (CTB)
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Pre-cast slabs orframes on a treated
baseusing grouting mortars
BGL
(Nuremberg-Ingolstadt2006)
Grouting mortar
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Nrnberg-
Ingolstadt
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Ballastless tracksInstallation of noise absorption elements
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Research activities
at the Chair and Institute of
Road, Railway and Airfield Construction
Introduction Why ballastless tracks?
Concrete Pavements supporting
Sleeper Panels or Fastening Systems
Design features and thickness design
Perspectives and Conclusions
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Vossloh Fastening System FF 336
Ankerschraube As 10Anchor bolt As 10Perno de anclaje As10
Hakenschraube Hs 32T- head bolt Hs 32Tornillo con gancho Hs 32
Schraubenfeder FeHelical spring FeResorte hlicoidal Fe
SechskantmutterHexagon nutTuerca hexagonal
Kragenscheibe UlsCollared washer Uls
Arandela Uls
Elastische Zwischenplatte ZwpElastic plate ZwpPlaca elstica Zwp
Zwischenlage ZwRail pad ZwPlaca de asiento Zw
Zwischenplatte ZwpIntermediate pad ZwpPlaca intermedia Zwp
SchieneRailCarril
Rippenplatte RphRibbed plate RphPlaca nevada Rph
Isolierkragenbuchse FbuInsulating bush FbuCasquillo con collarn aislante Fbu
Spannklemme Skl 12Tension Clamp Skl 12Clip elstico Skl 12
Unterlegscheibe UlsWasher Uls
Arandela Uls
Rail deflection (bending)~ 1.5 mm
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Load scheme UIC 71
EI slab>> EI rail
Rails with elastic fastening system
Load distribution by rail Slab loaded by rail seat loads Slab design according to road
pavement design
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Boogie of ICE 1
49,0
-2,0-2,3
52,8
5,20
4,55
3,90
3,25
2,60
1,95
1,30
0,65
0,00
-0,65
-1
,30
-1
,95
-2
,60
-3,25
-3,90
-4
,55
-5,20
-5,85
-6,50
-7
,15
-7
,80
-8,45
Distance to 1st axle [m]
-20,0
0,0
20,0
40,0
60,0
[kN]
3,0 m
Lift-up forces
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Thickness design using slab theory models (Westergaard) or FEM
Static bending stresses in concretelayer in longitudinal direction
Static bending stresses in concretelayer in transversal direction
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Axle load 100 kNAxle load 200 kN
Q = 50 kNp = 0,7 N/mm
max
max
Sstat = 32 kN
Sdyn = 5078 kN
max
max
Elastic rail pad
Geo-textilep < 0,3 N/mm
Asphalt
Asphalt
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0,0
0,5
1,0
1,5
2,0
2,5
3,0
0 100 200 300 400 500
[x 10 Load cycles]
plasticdeformation[mm]
- eformation
-Erosion-Frost
Sleeper panel on
asphalt pavement
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Height adjustment within fastening system + 76mm / -24mm
to compensate slab settlement or heaving
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Old, conventional tracks
Vertical stresses z acting on subgrade
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Actual, conventional tracks for hightspeed v 250km/h
Vertical stresses z acting on subgrade
Protection layer
Frost blanket layer
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Ballasted / Ballastless
Transition Design
Approval of new track designs or track components
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Develops new track
Application for approval- Design / dimensioning- Certificates
TestingExpert reports Approval for in-situ
testing
Approval
Safety
Declaration ofusage
LCC
Industry Federal Rail Agency
(EBA)
Client
/operator(DBAG)
Order
Approval of new track designs or track components
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Track movable Benkelman beam to check track quality
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DEFLECTION BEHAVIOUR OF A BALLASTLESS TRACK
after 3 years of operation
0,0
0,2
0,4
0,6
0,8
1,0
1,2
1,4
1,6
0 5 10 15 20 25 30 35 40 45 50sleeper number
verticaldeflection[m
m]
concrete slab (sept.1996)
concrete slab (sept.1999)
rail (sept. 1996)
rail (sept. 1999)
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Research activities
at the Chair and Institute of
Road, Railway and Airfield Construction
Introduction Why ballastless tracks?
Concrete Pavements supporting
Sleeper Panels or Fastening Systems
Design features and thickness design
Perspectives and Conclusions
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Further developments of ballastless tracks with concrete pavements
New track designs using long term experiences of the road sector
- Concrete pavement on unbound base layer
- Jointed plain concrete pavement (JPCP)
-
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Conclusions
Concrete pavement technology for road application isplatform for high level rail application (but not only)
Rail requirements are specific and tight
Interface between pre-fabricated and built in placecomponents is critical
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Obrigado pela sua ateno !
Thanks for your attention !
Dr.-Ing. Bernhard Lechner
Technische Universitt MnchenChair and Institute of Road, Railway and Airfield ConstructionBaumbachstrae 781245 Mnchen
Germany
Tel +49.89.289.27033Fax +49.89.289.27042
E-Mail: [email protected]: www.vwb.bv.tum.de
mailto:[email protected]://www.vwb.bv.tum.de/http://www.vwb.bv.tum.de/mailto:[email protected]8/12/2019 Bernhard Lechner
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Discrete rail seats on
CRCP(controlled crackingrequired)
BES (WALTER-HEILIT)
Cement treated base (CTB)
CRCP