Esveld presentation Madrid intro HSL · 2011. 2. 24. · 3 ECS ECS Seminar Madrid 23-24 February 2011 HISTORY OF HIGH-SPEED TRACK zJapan opened first HSL in ballasted track in the

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www.esveld.com www.esveld.com

Seminar Madrid 23-24 February 2011

HIGH SPEED RAILWAYS IN THE WORLD IN 2011

HIGH SPEED RAILWAYS IN THE WORLD IN 2011

Coenraad Esveld Coenraad Esveld Emeritus Professor of Railway Engineering TU Delft

Director of Esveld Consulting Services BV Emeritus Professor of Railway Engineering TU Delft

Director of Esveld Consulting Services BV

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CONTENTS OF PRESENTATION CONTENTS OF PRESENTATION

History of High-Speed Rail; Essentials of HSL; Track structure solutions; Overview of HSL world wide; Short wave irregularities.

History of High-Speed Rail; Essentials of HSL; Track structure solutions; Overview of HSL world wide; Short wave irregularities.

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HISTORY OF HIGH-SPEED TRACK HISTORY OF HIGH-SPEED TRACK

Japan opened first HSL in ballasted track in the 1960’s; Daily maintenance was enormous; In the late 1990’s, still some 5,000 men were employed each night to restore the tracks for the next day’s operation; To reduce the enormous amount of maintenance, the Japanese developed their prefabricated slab track system which was first applied on the second Shinkansen line in 1972; This J-Slab is still their standard slab track system and was recently applied on Taiwan High Speed Line.

Japan opened first HSL in ballasted track in the 1960’s; Daily maintenance was enormous; In the late 1990’s, still some 5,000 men were employed each night to restore the tracks for the next day’s operation; To reduce the enormous amount of maintenance, the Japanese developed their prefabricated slab track system which was first applied on the second Shinkansen line in 1972; This J-Slab is still their standard slab track system and was recently applied on Taiwan High Speed Line.

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SHINKANSEN TRACK TAIWAN SHINKANSEN TRACK TAIWAN Route length 336 km Route length 336 km

Principal J-Slab dimensions: • Length: 4.20, 4.30, 4.40, 4.80 and 4.90 m • Width: 2.20 m • Thickness: 0.19 m

Principal J-Slab dimensions: • Length: 4.20, 4.30, 4.40, 4.80 and 4.90 m • Width: 2.20 m • Thickness: 0.19 m

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CA Mortar CA Mortar

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The French followed Japan in the late 1960’s early 1970’s; It was Mr. Serge Montagné who worked as trainee in Japan, early 1970’s under Dr. Watenabe and Dr. Sato; The French designed their tracks entirely in traditional ballasted track; This design has been adopted by many others, amongst others Korean High Speed Line.

The French followed Japan in the late 1960’s early 1970’s; It was Mr. Serge Montagné who worked as trainee in Japan, early 1970’s under Dr. Watenabe and Dr. Sato; The French designed their tracks entirely in traditional ballasted track; This design has been adopted by many others, amongst others Korean High Speed Line.

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KTX TRACK WITH MONOBLOCK SLEEPERS KTX TRACK WITH MONOBLOCK SLEEPERS

Seoul – Pusan 412 km double track Seoul – Pusan 412 km double track

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NABLA SNCF NABLA SNCF

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KTX ELEVATED TRACK KTX ELEVATED TRACK

Seoul – Pusan 412 km double track Seoul – Pusan 412 km double track

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In Germany the so-called Rheda system was developed, finally resulting in the Rheda 2000 system; More or less standard for Europe, but also applied outside Europe. This system was also applied in The Netherlands.

In Germany the so-called Rheda system was developed, finally resulting in the Rheda 2000 system; More or less standard for Europe, but also applied outside Europe. This system was also applied in The Netherlands.

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RHEDA CLASSIC RHEDA CLASSIC

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RHEDA 2000 SLAB TRACK RHEDA 2000 SLAB TRACK

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TRANSRAPID SHANGHAI TRANSRAPID SHANGHAI

Operating speed 430 km/h, route length 30 km

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Characteristic TRANSRAPID ICE 3 TGV-A

Speed max. 500 km/h 330 km/h 300 km/h

Mass / seat 0.6 t 1.1 t 1.0 t

Acceleration time 0-200 km/h 82 s 150 s 170 s

0-300 km/h 120 s 335 s 345 s

0-400 km/h 165 s

0-500 km/h 225 s

Acceleration distance 0-200 km/h 2,200 m 5,000 m

0-300 km/h 4,900 m 18,900 m 18,500 m

0-400 km/h 9,300 m

0-500 km/h 17,000 m

Characteristic TRANSRAPID ICE 3 TGV-A

Speed max. 500 km/h 330 km/h 300 km/h

Mass / seat 0.6 t 1.1 t 1.0 t

Acceleration time 0-200 km/h 82 s 150 s 170 s

0-300 km/h 120 s 335 s 345 s

0-400 km/h 165 s

0-500 km/h 225 s

Acceleration distance 0-200 km/h 2,200 m 5,000 m

0-300 km/h 4,900 m 18,900 m 18,500 m

0-400 km/h 9,300 m

0-500 km/h 17,000 m

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Country In operation Under construction Total Country [km]

China 4,326 6,696 10,025

Spain 1,525 2,219 3,744

Japan 1,906 590 2,496

France 1,872 234 2,106

Germany 1,032 378 1,410

Italy 923 92 1,015

Turkey 235 510 745

South Korea 330 82 412

Taiwan 345 0 345

Belgium 209 0 209

The Netherlands 120 0 120

United Kingdom 113 0 113

Switzerland 35 72 107

HIGH-SPEED LINES V > 250 KM/H, BASED ON UIC FIGURES

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ESSENTIALS OF HIGH-SPEED SYSTEMS ESSENTIALS OF HIGH-SPEED SYSTEMS Vehicle track interaction to be considered as one dynamic system; Low unsprung mass; Strong limitations in geometrical deviation of wheel and rail; Low conicity; Critical train speed; Switch design with emphasis on dynamics, safety and availability; Pressure waves in tunnels; Furthermore: aerodynamics, noise and vibration, dynamics of the catenery, power supply, signalling; RAMS is a key factor!

Vehicle track interaction to be considered as one dynamic system; Low unsprung mass; Strong limitations in geometrical deviation of wheel and rail; Low conicity; Critical train speed; Switch design with emphasis on dynamics, safety and availability; Pressure waves in tunnels; Furthermore: aerodynamics, noise and vibration, dynamics of the catenery, power supply, signalling; RAMS is a key factor!

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UNSPRUNG MASS UNSPRUNG MASS

For the sum of the quasi-static and low frequency Q-force a standard of 170 kN is applied; For the sum of the quasi-static and low frequency Q-force a standard of 170 kN is applied;

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EQUIVALENT CONICITY EQUIVALENT CONICITY

For a stable running performance of high-speed trains the equivalent conicity is a prime factor; SNCF starts with a very low conicity of 0.025, increases till approximately 0.10, with exceptional values of 0.13; DB starts much higher in the order of 0.10, associated with the philosophy of worn wheel profiles. Maximum value 0.15.

For a stable running performance of high-speed trains the equivalent conicity is a prime factor; SNCF starts with a very low conicity of 0.025, increases till approximately 0.10, with exceptional values of 0.13; DB starts much higher in the order of 0.10, associated with the philosophy of worn wheel profiles. Maximum value 0.15.

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TRACK LOADSTRACK LOADS • Wavelength λ• Frequency f• Wavelength λ• Frequency f

λ =vf

λ =vf

λ[m]λ[m]Wav

eleng

th

Wav

eleng

th

Rollin

g de

fect

s

Rollin

g de

fect

s

Balla

st

and

Form

ation

Balla

st

and

Form

ation

Welds

Welds

Hertzian spring

Hertzian springW

heels

Wheels

BogieBogie

Sprung mass

Sprung mass

1000-100 Hz

1000-100 Hz

100-20 Hz

100-20 Hz

20-5 Hz

20-5 Hz

5-0.7 Hz

5-0.7 Hz

0.30.3 33 1010 120

120

ForcesForces Passenger comfortPassenger comfort

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SHORT-WAVE IRREGULARITIES SHORT-WAVE IRREGULARITIES Sort-wave irregularities most aggressive and essential to limit; Most important to limit to 1 : 1000 to reduce impact force; Sort-wave irregularities most aggressive and essential to limit; Most important to limit to 1 : 1000 to reduce impact force;

Inclination: High-Speed < 1.0 mrad

2dynF = C v Inclination* *

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ANALYSES FOR HIGH-SPEED TRACK ANALYSES FOR HIGH-SPEED TRACK Longitudinal forces, especially at long bridges; Static design; Dynamics:

Wave propagation in soft soils; Long wave vehicle track interaction; Short wave wheel rail interaction;

Longitudinal forces, especially at long bridges; Static design; Dynamics:

Wave propagation in soft soils; Long wave vehicle track interaction; Short wave wheel rail interaction;

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CRITICAL TRAIN SPEED CRITICAL TRAIN SPEED

On soft soils propagation of Rayleigh waves is a major issue On soft soils propagation of Rayleigh waves is a major issue

ρGCC TR =≈ρGCC TR =≈

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MEASUREMENTS IN ENGLAND ON SOFT SOILS MEASUREMENTS IN ENGLAND ON SOFT SOILS

-14 -14

-13 -13

-12 -12

-11 -11

-10 -10

-9 -9

-8 -8

-7 -7

-6 -6

-5 -5

120 120 150 150 180 180 210 210 240 240

Running speed [km/h] Running speed [km/h]

Vert

ical

dis

plac

emen

t [m

m]

Vert

ical

dis

plac

emen

t [m

m]

High speed train High speed train IC train IC train

Critical train speed Critical train speed

225 225

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TRACK TOLERANCES

TRACK TOLERANCES

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BALLASTLESS TRACK BALLASTLESS TRACK

Reduced height; No flying ballast particles; High lateral resistance; Low maintenance, hence higher availability; Increased service life.

Reduced height; No flying ballast particles; High lateral resistance; Low maintenance, hence higher availability; Increased service life.

Pro Pro

Contra Contra

Investment costs. Investment costs.

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RH

EDA

200

0 SL

AB

TR

AC

K

RH

EDA

200

0 SL

AB

TR

AC

K

Pad stiffness < 35 kN/mm Pad stiffness < 35 kN/mm

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BÖGEL PREFAB SLAB TRACK BÖGEL PREFAB SLAB TRACK

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BÖ

GEL

PR

EFA

B S

LAB

B

ÖG

EL P

REF

AB

SLA

B

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SLAB TRACK DESIGN SLAB TRACK DESIGN GERMAN SCHOOL

Slab: reinforcement just in neutral axis for crack control Foundation: high quality Ev2= 120 N/mm2

GERMAN SCHOOL Slab: reinforcement just in neutral axis for crack control Foundation: high quality Ev2= 120 N/mm2

Rheda 2000: Optimal on engineering structures, not on subgrade Rheda 2000: Optimal on engineering structures, not on subgrade

ON SUBGRADE Slab: bending reinforcement (total ~ 1.5 % for B35) Foundation: medium quality Ev2= 40 - 60 N/mm2

ON SUBGRADE Slab: bending reinforcement (total ~ 1.5 % for B35) Foundation: medium quality Ev2= 40 - 60 N/mm2

Ph.D. study TU Delft Test track Best Ph.D. study TU Delft Test track Best

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SLAB WITH BENDING STIFFNESS SLAB WITH BENDING STIFFNESS

German Ev2 = 120 N/mm2 German Ev2 = 120 N/mm2

Reinforcement percentage: 1.5 %Reinforcement percentage: 1.5 %

Ev2 = 30 N/mm2Ev2 = 30 N/mm2

0.0480.048

0.050.05

0.0520.052

0.0540.054

2525 3535 4545 5555

H Slab [cm]H Slab [cm]

C fo

unda

tion

[N/m

mC

foun

datio

n [N

/mm

33 ]]

Poor qualityPoor quality

0.0480.048

0.050.05

0.0520.052

0.0540.054

2525 3535 4545 5555

H Slab [cm]H Slab [cm]

C fo

unda

tion

[N/m

mC

foun

datio

n [N

/mm

33 ]]

Poor qualityPoor quality

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EXISTING WELD GEOMETRY STANDARDS EXISTING WELD GEOMETRY STANDARDS

Normally Versine: 0 < p < 0.3 mm Normally Versine: 0 < p < 0.3 mm

p < 0.3 mm/1 m p < 0.3 mm/1 m

Grind off top Grind off top

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Seminar Madrid 23-24 February 2011 FO

RC

E-B

ASE

D A

SSES

SMEN

T O

F W

ELD

GEO

MET

RY

FOR

CE-

BA

SED

ASS

ESSM

ENT

OF

WEL

D G

EOM

ETR

Y

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FORCE-RELATED WELD STANDARDS FORCE-RELATED WELD STANDARDS

Inclination: High-Speed < 1.0 mrad Conventional < 1.8 mrad

Dynamic contact force is function of inclination: Dynamic contact force is function of inclination: 2

dynF = Constant v Inclination* *

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QUALITY INDEX QUALITY INDEX

max

norm

InclinationQI = 1 OKInclination

≤ ⇒

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FORCE-BASED WELD GEOMETRY STANDARDS FORCE-BASED WELD GEOMETRY STANDARDS Speed Inclination

40 km/h 3.2 mrad

60 km/h 2.8 mrad

80 km/h 2.4 mrad

100 km/h 2.2 mrad

120 km/h 2.0 mrad

140 km/h 1.8 mrad

160 km/h 1.6 mrad

180 km/h 1.4 mrad

200 km/h 1.3 mrad

250 km/h 1.1 mrad

300 km/h 1.0 mrad

QI=1 QI=1

Applied by ProRail The Netherlands

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NEW STANDARDS VERTICAL NEW STANDARDS VERTICAL

Advantages of new standards:

1. Also negative welds allowed;

2. Maximum versines at 140 km/h 2 times larger;

3. Speed dependent.

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DYNAMIC CONTACT FORCE DYNAMIC CONTACT FORCE

9 % correlation 91 % correlation

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PRACTICAL IMPLEMENTATION PRACTICAL IMPLEMENTATION

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EXPECTED COST SAVINGS EXPECTED COST SAVINGS Due to impact load reduction at welds:

10 – 20 % of annual maintenance budget;

ProRail budget in The Netherlands: ~ € 250 mio for 4,500 single track;

Savings: € 25 – 50 mio total, or € 5 – 10,000 per km single track.

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WHEEL/RAIL CONTACT WHEEL/RAIL CONTACT

Headchecks and squats are major problems in Holland; Main remedy is early grinding; Special anti headcheck profiles.

Headchecks and squats are major problems in Holland; Main remedy is early grinding; Special anti headcheck profiles.

ROLLING CONTACT FATIGUE

CONFORMITY OF PROFILES Equivalent conicity 0.025 - 0.15. Equivalent conicity 0.025 - 0.15.

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HEADCHECKS HEADCHECKS

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WHEEL/RAIL CONTACT AREA WHEEL/RAIL CONTACT AREA

Theoretical profiles

In service, headcheck free Source: Rolf Dollevoet, ProRail

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ANTI HEADCHECK PROFILE DOLLEVOET ANTI HEADCHECK PROFILE DOLLEVOET

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SQUATS SQUATS

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CONCLUSIONS CONCLUSIONS Both ballasted and non-ballasted track structures are suitable for HST; Availability and minimum life cycle cost are increasingly important; therefore trend towards slab track; Slab tracks are still far from optimal; Dynamics plays a crucial role in track design: - tight standards for running surface and - sufficient resilience in the track components; Wheel – rail interface should be well designed and maintained; Quality is a key factor in both construction and maintenance.

Both ballasted and non-ballasted track structures are suitable for HST; Availability and minimum life cycle cost are increasingly important; therefore trend towards slab track; Slab tracks are still far from optimal; Dynamics plays a crucial role in track design: - tight standards for running surface and - sufficient resilience in the track components; Wheel – rail interface should be well designed and maintained; Quality is a key factor in both construction and maintenance.

Documents

Esveld presentation Madrid intro HSL · 2011. 2. 24. · 3 ECS ECS Seminar Madrid 23-24 February 2011 HISTORY OF HIGH-SPEED TRACK zJapan opened first HSL in ballasted track in the