NBT Presentation IRITS. 18 th February 2016

Transcription

1 NBT Presentation IRITS 18 th February 2016

2 Agenda 1. Introduction / HSL Tracks context 2. NBT system presentation 3. Mock-up lab test 4. Construction process 5. Monitoring 6. Test section in Russia 7. Maintenance 8. A thorough qualification process NBT Presentation IRITS 25/02/2016 P 2

3 1. Introduction / HSL Tracks context NBT Presentation IRITS 25/02/2016 P 3

4 HSL Context Ballasted tracks Construction pace (>1000 meters per day) Easy alignment modifications Low CAPEX High maintenance: Track geometry corrections (tamping) Damages caused by flying ballast Structure life-span below 25 years Low availability Concrete tracks Low maintenance Long life duration High availability Low construction rate (lower than 200 meters per day) High CAPEX NBT Presentation IRITS 25/02/2016 P 4

5 HSL Context Customer needs Increasing worldwide demand for ballastless tracks (esp. in China) IMPROVEMENTS ON CONSTRUCTION PHASE Higher construction rate Smaller footprint More flexible schedule IMPROVEMENTS ON OPEX Long life Less maintenance Less need for renewals High availability Mixed traffic Compatiblity with extreme climatic conditions French consortium to develop a competitive slab-track solution: NBT NBT Presentation IRITS 25/02/2016 P 5

6 2. NBT system presentation NBT Presentation IRITS 25/02/2016 P 6

7 Requirements for NBT Design Life-span of the structure: 100 years Mixed traffic: High-speed (up to 360km/h) Freight (25T/axle) Compatibility with any track alignment and S&Cs Reduced ground footprint High construction rate Automatised track laying: from 500 m/day/front Reduced maintenance Maintenance of track components is similar to ballasted track No corrective maintenance of the structure Easy repairs in case of localised structural damages in the structure NBT Presentation IRITS 25/02/2016 P 7

8 NBT Design Main components Structure design based on road experience 2 slipping concrete slabs Slab track: C35/45 reinforced concrete (2.5 m x 0.24 m) Direct insertion of fastening system with spacing of 0.6 m Foundation layer: C25/30 concrete (2.8 m x 0.3 m) Non erodible Localized transversal joints 4.8 m Staggered between slabs Avoid cracks near fastening system Shear key to ensure stability in curves Consolidated earthwork structure 120 MPa NBT Presentation IRITS 25/02/2016 P 8

9 3. Mock-up lab test NBT Presentation IRITS 25/02/2016 P 9

10 Real scale mock-up test in lab 1-scale mock-up, 10m long Both slabs fully instrumented (strain gauges, thermocouples, displacement sensors) Elastomer mast to simulate the sub-base (~100MPa) 8 cylinder jacks (100 kn each, 5 Hz) to apply static and cyclic loads (Upper sight) 2.7 m Jacks Group V5- V8 Jacks Group V1- V4 Rail Slab track 2.7 m 4.2 m 2.7 m P=200 KN Foundation slab Elastomer mast: Sylomer (5cm) 2.1 m 0.3 m (Cross section) Objective: to validate the calculation model and the track s behavior NBT Presentation IRITS 25/02/2016 P 10

11 Mock-up loading 10 million cycles of loading were applied during 3 months 175kN 150kN 100kN Mechanical loading only Mechanical loading combined with thermal cycling NBT Presentation IRITS 25/02/2016 P 11

12 4. Construction process NBT Presentation IRITS 25/02/2016 P 12

13 Test section in France Video NBT Presentation IRITS 25/02/2016 P 13

14 Construction process Consolidation of the ground sub-base to reach a 120MPa bearing capacity Underground drainage Foundation slab (unreinforced concrete) casting with the slipform machine NBT Presentation IRITS 25/02/2016 P 14 Rebars installation

15 Construction process Slab track construction with APPITRACK process: Slab casting with slipform machine Automatic rail fasteners insertion Rail installation, then automated final adjustment High performance construction process from 500m/day NBT Presentation IRITS 25/02/2016 P 15

16 Construction process Single turnout installation Vossloh-Cogifer TG0.085 Manual installation: top-down Locked in direct track position Compatibility to any track configuration NBT Presentation IRITS 25/02/2016 P 16

17 Transition zone with ballast Characteristics: 25m long Ballast is contained between walls Ballast lies on concrete Rigidity rails 30m long Under-sleeper pads Progressive evolution of the rail pads stiffness NBT Presentation IRITS 25/02/2016 P 17

18 5. Monitoring NBT Presentation IRITS 25/02/2016 P 18

19 Monitoring and results Operated since Dec Passenger traffic (14T/axle) Maximum 110km/h One-year monitoring 150 sensors and optic fiber Internal: Accelerations, stresses, thermal gradients, displacements Train detection External: Wheel/rail contact force (kn), weather conditions NBT Presentation IRITS 25/02/2016 P 19

20 Monitoring and results Deformation Good correlation between measures and calculation Thermal gradients Measures: -0,3 à 0,7 C/cm Hypothesis: -0,6 à 0,8 C/cm Coherent with slabs deformations: Structure s behaviour as predicted Slabs are independent (no connection) No damage observed Slipping interface is confirmed NBT Presentation IRITS 25/02/2016 P 20

21 6. Test section in Russia NBT Presentation IRITS 25/02/2016 P 21

22 Scherbinka test section (Moscow) 125m test section into VNIIZHT test ring Opening on 15th November years testing with heavy load (600MlnT) 4 solutions tested : NBT (Alstom); Bögl (prefab); LVT (single blocks); Tines (Edilon embedded block system) NBT Presentation IRITS 25/02/2016 P 22

23 Scherbinka test section (Moscow) VNIIZHT Certification reports after 100MT, 200MT and 300MT circulated No structural damage observed Test section construction process and service proven (300MlnT circulated) NBT Presentation IRITS 25/02/2016 P 23 23

24 7. Maintenance NBT Presentation IRITS 25/02/2016 P 24

25 Maintenance Usual track maintenance Cracks and joints repairs are possible without impact on traffic Maintenance of components (rail and fasteners) is similar to ballast Structural maintenance In case of heavy structural damages, slab replacement is possible: Easy removal of slabs (joints, no continuous reinforcement) Replacement by precast slabs NBT Presentation IRITS 25/02/2016 P 25

26 Maintenance Direct insertion One level of resilience under the rail Friction grip anchorage Vertical adjustment up to 30 mm with shims Lateral adjustment Typically +/- 10 to 20 mm No additional component needed High range adjustable direct fastening system NBT Presentation IRITS 25/02/2016 P 26

27 NBT Competitiveness LCC analysis based on a typical HSL project in France CAPEX results Construction costs: NBT : + 30% compared to ballasted track NBT : - 10% compared to Rheda 2000 solution Possible advantages: Increased gains on CW thanks to a reduced footprint and track weight Reduced bridges and tunnels thanks to greater admissible cant OPEX results: Maintenance scope restricted to rail and fasteners Overall cost for NBT < overall cost for ballasted track after around 15 years of operation Increase revenue thanks to higher availability of the track NBT Presentation IRITS 25/02/2016 P 27

28 8. A thorough qualification process Achievements: VNIIZHT Certification (Russia) reports after 100MT and 200MT circulated on Shcherbinka test section HSL TSI requirements compliance by CERTIFER Preliminary certification from SNCF V160 In progress: EMC interface, dynamic study Design improvement of the rail fastening system with Railtech German bodies recognition (TÜV, EBA, DB) Permanent certification from SNCF V160 NBT Presentation IRITS 25/02/2016 P 28

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