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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

Source:7

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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

Source:9

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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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



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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


Ap 20-6 / Ap 20-10 Zw 692-2 bis Zw 692-12Ap 20-S

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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]

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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

Source:

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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.

Documents

Steidl 2-27-09