URBAN TRACK Final Conference Alternative to Floating Track Slab High Attenuation Sleeper. Presented by Ian Robertson, ALSTOM 24 June 2010, Prague

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1 URBAN TRACK Final Conference Alternative to Floating Track Slab High Attenuation Sleeper Presented by Ian Robertson, ALSTOM 24 June 2010, Prague

2 Contents Specific objectives of study Chosen concept Detailed design and laboratory test Site test (ongoing) Conclusions Final Conference 24 June

3 Specific objectives of study Develop slab track with following technical characteristics metro environment (18t axle load, 100 kph) equivalent vibration performance to Floating Slab Track ability to meet all railway constraints Safety (derailment) including track level evacuation Comfort maintenance Construction method for standard equipment and methods production rate as conventional track slab Lower costs compared to AFST For capital portion (design+procure+build) For maintenance portion Final Conference 24 June

4 Chosen concept Review of existing systems worldwide Previous generation bi-block sleepers for CTRL Relatively low weight Tie bar overstressed with very soft pads Track gauge variations with very soft pads Chosen concept = mono-block resilient sleeper High attenuation due to High sleeper mass ( kg) Very soft resilient inserts (8KN/mm/fastener) Adapted to tracklaying gantries Maintenance friendly Final Conference 24 June

5 Detailed design and laboratory test HAS mono-bloc sleeper concept Concrete sleeper Holes for conductor rail support Fastening system according to customer sealing choice Final Conference 24 June 2010 Rigid boot 5

6 Detailed design and laboratory test Insertion gain target 20 Comparison of Different Antivibratile System ,6 2,5 4 6, Insertion Gain (db) Insertion Gain SFS 312 (db) Insertion Gain DFC Pandrol (db) Insertion Gain CTRL 2(dB) Insertion Gain FST (Taipei) (db) Insertion Gain EGG_2(dB) Frequency (Hz) Final Conference 24 June

7 Detailed design and laboratory test Typical tunnel layout DESIGN FULLY COMPLIANT WITH MOST RAIL FASTENERS Final Conference 24 June

8 Detailed design and laboratory test Typical case of impact on tunnel diameter Based on OBLEX project 20 cm gain Dia.5.8 Dia. 5.6 Final Conference 24 June

9 Detailed design and laboratory test HAS mono-bloc sleeper dynamic testing regime Load 2 Hz Fmax 5 Hz.Fmax Actual load diagram with sine shape Optimum load diagram with triangle shape simulating wheel passage Time Simplified load diagram used during fatigue test to simulate bogie passage ACHIEVED 4,5 MILLIONS LOAD CYCLE WITH SUCCESS Final Conference 24 June

10 Detailed design and laboratory test Mechanical test carried out Fatigue test with inclined loads according to the following phases : 1M low frequency (3 Hz) applied load between 10kN et 75kN, centred, inclined at 38 moderate frequency (5 Hz) applied load between 30/40kN et 75kN centred, inclined at 38 2M low frequency (3 Hz) applied load between 10kN et 75kN, inclined at 10 and 38 1 M moderate frequency (5 Hz) applied load between 30/40kN et 75kN, inclined at 10 and 38 NO PAD WEARING & NO VERTICAL STIFFNESS LOSS AFTER 4.5M CYCLES (EN13230: 2M CYCLES) Final Conference 24 June

11 Detailed design and laboratory test Testing arrangements Acoustic test mechanical test RAIL PRELOAD SENSOR S CONCRETE BASE RAIL EXCITATIO N RIGID HULL MONOBLOC SLEEPER Final Conference 24 June

12 Detailed design and laboratory test Dynamic test results Stifffness vs static load at 8Hz 12 K (MN/m) 10 8 MN/m kn Final Conference 24 June

13 Site test (ongoing) Introduction Several possibilities reviewed notably SINGAPORE Circle Line CEF test site (Valenciennes) CEF chosen Easier logistics To respect URBAN TRACK timing Construction just completed June 11 Vibration tests scheduled July Final Conference 24 June

14 Site test - Situation Situation within CEF site Test section 190m radius 160mm cant Actual track to replace ballasted track fishplated U50 rail good ground conditions EV2 above 80 MPA Final Conference 24 June

15 Site test General Layout 50m of High Attenuation Track 2 x 6.5m of transition slab with ballasted track Sleeper spacing 700mm Welded rail on high attenuation zone Fishplated joints allowing movement at each end of test Final Conference 24 June

16 Site test Typical section Final Conference 24 June

17 Site test Detailed design concept Reinforced U-shaped foundation Track «slab» concrete unreinforced With frequent joints to avoid shrinkage cracking Final Conference 24 June

18 Site test Detailed design assumptions After HAS vibration testing Axle load = 25 tonnes Total load = 280MGT HAS resilient inserts to replace by stiffer inserts (30MN/M) Structural design based on Eurocode 2 Load Model 71 Crack 0.2mm Final Conference 24 June

19 Site test Transition slab design Ballast track Transition zone HAS Track Neighbouring (existing) ballast track Total dynamic stiffness around 80kN/mm per fastener High Attenuation Sleeper Track Under sleeper pad = 1,5*8 kn/mm Total stiffness = 11kN/mm per fastener Transition zone Target total stiffness = 46kN/mm Under sleeper pad = 70 to 80 kn/mm per fastener Total stiffness = 47 to 52 kn/mm per fastener Final Conference 24 June

20 Site test Construction after concreting of foundation Final Conference 24 June

21 Site test Construction before track slab concreting Final Conference 24 June

22 Site test Testing In July testing of following zones HAS track Transition track Static measurements Soil impedance Unloaded and loaded track impedance Determination of in situ HAS track characteristics Rail surface quality Final Conference 24 June

23 Site test Testing Dynamic measurements (6 pass-bys) train induced vibration levels on track slab concrete outside U shaped foundation rail and sleeper deflection of both rails rail and sleeper lateral displacements Final Conference 24 June

24 Site test Testing Strain measurements Captors on rail foot 5 sleeper spacing per measurement site Final Conference 24 June

25 Site test Testing Vibration simulation HAS track parameters measured PACT reference track parameters Measured roughness Rolling Stock data Insertion gain calculation in 1/3rd octave bands Final Conference 24 June

26 Conclusions High Attenuation Sleeper High performance alternative to floating track slab Ideal for underground metro applications Could absorb railway loads applied to sensitive bridges In high speed tunnel application Theoretically compared to S3 high speed 4dB (halved the vibration level) Limiting operational criteria (mixed operations, speed, twist ) to determine Costing being completed but ballpark figures are Compared to typical metro floating track slab Design, procure and build cost HAS gives 10% saving Maintenance costs for HAS are much lower Potential to reduce tunnelling costs Further information final report will be ready after completion of CEF tests in August 2010 See URBAN TRACK website RGCF no 191 February 2010 Railway Engineering 2009 Final Conference 24 June

System DFF 21. Highly elastic rail fastening for conventional rail and metro the optimum single support point for slab track

System DFF 21. Highly elastic rail fastening for conventional rail and metro the optimum single support point for slab track System DFF 21 Highly elastic rail fastening for conventional rail and metro the optimum single support point for slab track System DFF 21 Highly elastic rail fastening for conventional rail and metro the