Seminario ALAF

Buenos Aires 30 de julio de 2015

Peter Korger / MAPEKO Representante de Plasser & Theurer

en Argentina

Máquinas Estabilizadoras de Vía

Excelente Calidad Inicial Garantizada empleando un Estabilizador Dinamico

Demostracion Practica del efecto sobre el balasto de un DGS

Video DGS Testkasten

Stabilisation of the ballast bed in layers:

highest stability and durability

Advantages of dynamic track stabilisation of the ballast bed:

• Homogeneous, spatial consolidation of the entire ballast bed

• Increase of the resistance to lateral displacement

• Careful treatment of the ballast material by dynamic re-arrangement of the ballast stones

• The danger of track buckling is reduced

• Durability of the accurate track geometry over a longer period, raising the quality reserve of the track

• The intervals between maintenance are extended

• Dynamic stabilisation raises the safety and helps to lower costs

AEA Technology Rail BV - Test-Results

Path

· 0

· 5

· 10

· 15

· 20

· 25

· 30

· 35

· 40

· -20,0 · 0,0 · 20,0 · 40,0 · 60,0 · 80,0 · 100,0 · 120,0 · 140,0 · 160,0

Path [m]

RLD

man

ual m

easu

rem

ents

[kN

]

· 109

· 181

· 199

· 217

· 235

· 253 · Man. measurem. series 4 before stab. · Man. measurem. series 7 after stab.

· Qab[kN] · Q1m[kN] · Q5m[kN] · QSm[kN]

· 127

· 145

· 163 RLD

DG

S 62

N

Test-Results

• Correlation between RLD measured by Dynamic Stabilizer during stabilisation and manual measurement

• Dynamic Stabilizer raises RLD by 30% to 60% • After tamping without Dynamic Stabilizer, the RLD

can be critical • Work speed of Dynamic Stabilizer has no influence • Work only with full vertical load • Results refer to track with concrete sleepers

AAR/TTC Tests – wood ties (1990 – Trevizo, [9]) • Tangent: 17% recovery after 0.1MGT; 32% after 1MGT • 5° Curve: 9% recovery after 0.1MGT; 21% after 1MGT

Volpe/FRA Tests at TTC - wood and concrete (1987-1990; Kish, et al, [10]) • Wood - tangent: 26% recovery after 0.1MGT • Concrete – 5° Curve: 52 % reduction due to tamping • Concrete – 5° Curve: 22% recovery after 0.1MGT

Volpe/Union Pacific Tests – concrete (2000-Sluz, [11]) • Concrete (new-scalloped) - 17% recovery after 0.35MGT • DTS increase: 33%

Volpe/Amtrak/FRA Tests – concrete (2001- Kish, et al, [12, 13]) • 43% reduction due to surfacing with ½ inch lift • DTS increase: 31%

UP/Foster-Miller Tests – wood/concrete/old/new (2001-Samavedam [14]) • 39-70% reduction due to tamping/surfacing • 0.1MGT had negligible influence on wood after tamping; 0.2MGT was 28% • Heavy rain/wet ballast: 20% decrease in lateral resistance on wood

UP/TTCI Tests – concrete/tangent/high tonnage (2010-Clark & Read @ IHHA 2011) • Over 70% reduction due to surfacing • 0.1MGT increase: 49% • DTS increase: 60% • Tonnage after DTS reduced TLR by 11%

Consulting Services

US Data on Ballast Consolidation

DTS Increase: 31 – 60%

Conclusions

§ Ballast lateral resistance is an important parameter for track geometry retention and track stability management.

§ It is a complex parameter: non-linear, variable, difficult to measure, has both static and dynamic components where the tie/ballast friction coefficient plays a key role.

Ballast maintenance (surfacing, lifting, tamping) reduces lateral resistance by 40-60%. This requires quick and efficient restoration.

§ It is a key parameter for both track buckling and track shift evaluations, but each requires different components of the lateral resistance function.

Consulting Services

US Data on Ballast Consolidation

§ Dynamic track stabilization (DTS) has proven to be a quick, efficient and effective means to restore lateral resistance requiring no speed restrictions. The 30-60% TLR restoration promotes:

Based on US data, traffic (tonnage) consolidation may require more than the currently accepted 0.1MGTs to achieve a minimum 30% DTS equivalent. (MORE R&D IS REQUIRED FOR EVALUATION!)

Ø providing lateral stability for track buckling safety for most conditions

Ø “smoothening” of neutral temperature along the rail

Ø improving hot weather speed restrictions

Ø improving ballast longitudinal resistance

Consulting Services

US Data on Ballast Consolidation

Conclusions

Dynamic Track Stabilizers

Distance between bogie pivots: 12 000 mm Weight: 60 tons Vertical load: 356 kN

DGS 62 N

Distance between bogie pivots: 10 000 mm Weight: 50 tons Vertical load: 240 kN

DGS 90 N

Máquinas Esmeriladoras de Vía

Estabilizador Dinamico Trabajando

Video DGS62N

Peter Korger, MAPEKO Representante de Plasser & Theurer Export von Bahnbaumaschinen Gesellschaft m.b.H. A-1010 Wien, Johannesgasse 3 Tel.: +43 (0) 1 515 72-0 Fax: +43 (0) 1 513 18 01 www.plassertheurer.com

“Plasser & Theurer” and “Plasser” are internationally registered trademarks. Illustrations and descriptions may contain optional equipment. We reserve the right to make alterations in line with further technical developments.