Bernhard Lechner

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


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)



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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.



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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.jpg


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Research activities








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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)


CRCP


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Rheda with troughand two-block

or lattice girder sleepers

Cologne-Rhine/Main 2002Cement treated base (CTB)

CRCP


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Rheda 2000

(without trough)

Nuremberg-Ingolstadt 2006


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







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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







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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 !


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]


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Discrete rail seats on

CRCP(controlled crackingrequired)

BES (WALTER-HEILIT)


CRCP

Documents

Bernhard Lechner