MSC COURSE 2016/2017 AUTUMN SEMESTER
CASE STUDIES IN RAILWAY CONSTRUCTION MODERN TRAMWAY SUPERSTRUCTURES
SZÉCHENYI ISTVÁN UNIVERSITY Dr. Szabolcs FISCHER assistant professor
MODERN TRAMWAY SUPERSTRUCTURES 1. Rails
Phoenix rails (grooved rails)
Vignol rails
MODERN TRAMWAY SUPERSTRUCTURES 2. Tram switches Base geometric data of a tram switch (simple straight switch)
MODERN TRAMWAY SUPERSTRUCTURES Switches made from 48 kg/m Vignol rail
MODERN TRAMWAY SUPERSTRUCTURES Switches made from grooved (Phoenix) rails
MODERN TRAMWAY SUPERSTRUCTURES Gauntlet switches (grooved rails)
MODERN TRAMWAY SUPERSTRUCTURES 3. Railway vibration and noise
MODERN TRAMWAY SUPERSTRUCTURES Reason of excitation can be derived from three things: (1) surface irregularities of rails and wheels; (2) continuity faults of rails and wheels; as well as (3) slip rolling. These are acting in the same time, but on straight track the effect of surface irregularities is the dominant. Pulsating excitation is typical on crossing part of switches. Vibration energy diffuses into two parts during wheel/rail interaction: (1) noise (through the wheel into acoustic energy) and heat effect; (2) it is transferred to the bogie and formed to noise and heat. The other vibration energy part is formed to noise and heat through the rails, it transferred to the superstructure, formed to noise and heat. A part of vibration energy reaches substructure, as well as buildings and other building structures next to tracks. Vibration due to vehicles can be calulated. Vibration speed (dB) is quantified in the function of frequency as belows:
Lv 20 log vvo where
(dB(V)) v = measured vibration speed (mm/sec) vo = 5 10-5 (mm/sec) reference value.
MODERN TRAMWAY SUPERSTRUCTURES Equivalent sound power: 2
L eq
T 1 p A (t) 10 log dt (dB(A)), T o po
it works with the integer of „sound power sign” squared, and where po = 2 10-5 N/m2. Vibration is caused by the high value forces between wheels and rails, wide frequency interval can be joined to that depending on irregularities of wheels and rails. Vehicle/track complex system has a lot of eigen-frequencies. In case of one of excitation frequencies equals to eigen-frequency of the system, the vibration is very intense. In this way there is intense vibration if eigen-frequency of the system equals to (or is in accordance with) frequency acts to sleepers. Eigen-frequency of the system doesn’t depend on speed, but frequency acting to sleepers does: the higher is the speed, the higher is the frequency. In case of higher speeds and frequency equilization, vibration will be plenteous in peak and minimum values. Vibration doesn’t increase permanently with the speed, lowering speed can cause disadvantageous vibration.
MODERN TRAMWAY SUPERSTRUCTURES Vibration spreads in the elastic half space as pressure waves, shear waves, surface waves.
Energy of all the three waves is decreased far from the source because of geometrical spread and higher energy absorbing of soil. Damping of the lowest frequency vibrations is the last. Vibration energy spreads as surface waves (67%), shear waves (26%) as well as pressure waves (7%).
MODERN TRAMWAY SUPERSTRUCTURES Vibration problems there are mainly in the 5…50 Hz frequency range. Speed of surface waves is about 50…250 m/s, wavelength is 5…50 m. Amplitude of surface waves in the function of distance from the source can be calculated as belows:
A 2 A1
R 1 ( R1 R 2 ) e R2
where A1 and A2 are vibration amplitude in two point, which are R1 and R2 distances from the source = energy damping factor (depends on soil type, groundwater level, etc.). Body waves are damped faster, instantaneous amplitude is in proportion with the reciprocal of radius parallel to the surface, as well as with the reciprocal of radius squared perpendicular to the surface.
Slab tracks (ballastless tracks) are more disadvantageous than ballasted tracks considering vibration transmission. In case of slab tracks the interruption of vibration bridge is very important between rails and concrete slab, as well as between concrete slab and substructure (structure) using elastic (flexible) elements, layers.
MODERN TRAMWAY SUPERSTRUCTURES Steel wheels rolling on steel rails cause so called primary noises: rolling noise: it is caused by fine irregularities of rails in straight CWR track, impact noise: it is caused by rolling of wheels above discontinuity of rails (e.g. crossing, dilatation device), it is more powerful than rolling noise, noise woken in curves: grinding sound in the 500…2500 Hz frequency range, braking noise. Noise reduction can be reached by: frequently rail grinding (approx. 810 dBA), using elastic materials below track structures (approx. 37 dBA), construction of noise shielding wall, up-to-date (modern) vehicles, reprofiling (spindling) of wheels.
MODERN TRAMWAY SUPERSTRUCTURES 4. Paved (and/or open) tram tracks from concrete Paved tram superstructure is loaded by trams (vehicles) and road vehicles. Different settlements of the rails and connecting pavements due to different support stiffness, and irregular behaviour of filling materials between rails and connecting pavements cause increased maintenance work, as well as cause early failure. Recently – mainly on city center sections – vibration and noise reduction comes into the front. In the history of tram traffic a lot of superstructure solution were born, they can be chategorizes in the followings: (4.1) Older systems - conventional elastic supported system - rigid supported system - halfrigid supported system (4.2) Modern systems - continuous support with sealed rails (imbedded rail) system - dicrete supported rail system
MODERN TRAMWAY SUPERSTRUCTURES 4.1. Older systems 4.1.1. Conventional elastic supported system Tramways were constructed using conventional elastic supported system after World War II. Rails were supported by 0.15…0.30 m thick macadam layer, as well as 0.05…0.15 m thick crashed stone above. Rails were connected by rods (they fix gauge), directly below the rails there was 0.02…0.07 m thick compacted fine crushed stone. Fine crushed stone beam was pressed out due to traffic, it causes plastic deformation in the track (plastic rail settlements).
MODERN TRAMWAY SUPERSTRUCTURES 4.1.2. Rigid supported system Rigid supported system started to used to avoid disadvantages of conventional elastic support system: rails were supported by elements concreted into concrete or reinforced concrete foundation; or by concrete cross and longitudinal elements. Advantages: small plastic settlements, good dewatering.
Disadvantages: too rigid structure to dynamic loads, significant wave rail wear.
MODERN TRAMWAY SUPERSTRUCTURES 4.1.3. Halfrigid supported system Disadvanteges of rigid supported systems reduced with a variety of flexible materials (rubber, asphalt, wood). The concrete slab solutions to a degree, the other length concrete beam invested in superstructure, with or without the use of rail fastenings. The rails were immobilized with fastenings to the wood sleepers, which placed 1.225 m wheelbase from each other in the longitudinal concrete beams. Hollowed rubber plates were built into under the sleepers by this increasing the elastic supporting. The section between the wooden sleepers were filled out with conrete prism, which hadn’t got load-bearing function.
MODERN TRAMWAY SUPERSTRUCTURES Disadvantages: • The flat surface of the longitudinal beam is innacurate than height financially multi-layer leveling pads placement • Rubber plate – compression under the load – unfavourable • Harmful rail movements – fastening force losenings, deficit of afterscrew on the bolts
MODERN TRAMWAY SUPERSTRUCTURES
Disadvantage: Electrical insulation resistance point of view of the DC (Direct Current) traction systems have proved insufficient! Example in the picture: Old, checked "consumed rail" by the stray current from track.
MODERN TRAMWAY SUPERSTRUCTURES 4.2 Modern systems Reviewing results at last 25 year development of the tramway superstructure well marked that beside the safety and the compliance with new technical formulated. The economic and environmental aspects were received an increasing role. Economic requirements: construction and maintenance cost developments, which the higher construction cost is willing to take, if they result radical reduction of maintenance costs and cheaper structure. Environmental requirements: increase the social weight – new solutions – the rail traffic adverse effects on the human environment were decreased (noise and vibration reduction).
Developments – different solutions – special projects, specific solutions. The vibration transmission in balastless superstructure is unfavourable than in ballasted track. Important: Rail – slab track – substructure connection – discontiunity the vibration-bridge – constructing flexible elements, layers.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1 Continuous support with sealed rail system (embedded) 4.2.1.1 Webless rails (Nikex) with grooved head in ”Big Panel” system
The Big Panel system with webless rails with grooved head were developed in early 1970s at BKV. This construction became the busiest superstructure for a long time in the capital. The Big Panel: prefabricated, longitudinally stretched, dimensioned structure for the tram and the road loads, which layed onto ballast, gravel and asphalt. Size of the panel: in straight track 2.20x5.98x0.18 m, during rounding curve radius shortened 2600 m horizontal and 1000 m vertical (0.69 m long) sized.
MODERN TRAMWAY SUPERSTRUCTURES There is a trapezoid cross-section railchannel in the panel (tightening up), in which the 70 mm height webless rail with grooved head was placed alongside in a foot rubber. The webless rails with grooved head were fastened with gripping rubber in both side.
MODERN TRAMWAY SUPERSTRUCTURES
Big Panel track system in Böszörményi street (Budapest) Photo: LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES Deficiency of the Big Panels: a) Between the panels and between the panels and the joined pavement there weren’t applied appropriate filling materials. After a time they weren’t longer able to hinder rainwater entering below the panels, they couldn’t prevent the softening and breakdown unto the substruction. Under the panels shortcomings have emerged under loads, panels were moving unevenly (pumping effect, panels damaged). Reparation: follow up under injection. b) Gripping rubbers which ensure the fastening in the webless rails with grooved head during the pressing inequalities prolong suffering, then aged well with time. In warm summer days often it happened the webless rails with grooved head buckled in vertical plane from the rail channel. c) The tram train wheel width is 130 mm. This wide wheel profile after the vertical worn of the rail after some time reached the steel rail channel upper segment, thereafter it was eaten by the wheel, and after the wheel started to damage the concrete panel. The following symptom of road traffic increases dramatically proliferated degree, that the BKV in early 1990s decided gradual rebuilding of the big panels systems to more modern structure. But give the best values on the basis of life-cycle costing more recently carried out (LCC).
MODERN TRAMWAY SUPERSTRUCTURES
Keeping lost rubber band Photo: Csépke Róbert, Laczó András
MODERN TRAMWAY SUPERSTRUCTURES
Rail buckling Photo: CSÉPKE Róbert, LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES The failure modes of Big Panels
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1.2 The PHOENIX AG continuous support system (embedded) Several variants to continuous support with sealed rail were developed by PHOENIX AG (Hamburg), where they have a rich reference list. Solutions which are shown in pictures there were 20 cities in Europe for at least several tens of kilometers total length were established tramway track. Experience shows that the structure has got excellent characteristics: well-tried, reliable especially the resulting vibrations and noise point of view compared to other solutions.
MODERN TRAMWAY SUPERSTRUCTURES The characteristic features of overseas installations that these installed without fastenings, the connected pavements ensure the stability of track. The underset is still quite effective, but experience shows, that in curved track sections the gap can develop several cm between the rail and the pavement. This is mainly due to the high thermal power radial force components, which pushing outwards the track in summer, pull inwards the track in winter. In 1991 the PHOENIX grooved head rail superstructure was built with embedded profiles in Debrecen (Hungary). Notable length used during the Grand Boulevard (Nagykörút) in Budapest renovation starting in 1994. They used Gantrex (Gantry) crane-track fastenings with reduced clamping effect in this place.
MODERN TRAMWAY SUPERSTRUCTURES The main elements: 59R2 type webless rail with grooved head, Adjustable, steel gauge holder rod, Monolith reinforced-concrete slab track, Rubber profiles („chamber” elements, gauge holder rubber, outsole rubber), Track underfilling material bonding (GANTREX 035), rail fastening with stud.
MODERN TRAMWAY SUPERSTRUCTURES
Coupling continuous support with sealed rail system (Gantry) in Grand Boulevard (Nagykörút) in (Budapest) Source: Dr. KAZINCZY L.
MODERN TRAMWAY SUPERSTRUCTURES
Coupling continuous support with sealed rail system (Gantry) in Grand Boulevard (Nagykörút) in (Budapest) Source: SZŰR Á.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1.3. A PHOENIX company Rail Comfort System The RCS - formerly known as Freiburgian system - supertsructure is ballastless solution. There are two basic versions/types. The first one is covered/coated pavement solution which transacting the a traffic (asphalt). The second one is ”green”, this is grassed track. Asphalt pavement track solution with reinforced concrete slab
Grassed track solution with longitudinal reinforced concrete slab
MODERN TRAMWAY SUPERSTRUCTURES Rail embedding with rubber profile
MODERN TRAMWAY SUPERSTRUCTURES Advantages of RCS superstructure: - continuous elastic supported rail, - embedding profiles unto Ri60, Ri59, Ri53, NT1 and G35 grooved rails, - electrical insulation pursuant to DIN EN 50122-2, - higher efficiency, noise and vibration damping compared traditional design, - flexibility to set conditions, - it is applicable to all known track structure, - use without interstice pouring, - be build with or without underpouring, - the track zone pavement is variously configured, - the pre-repairing can perform even in onsite, even in construction site, - temperature-resistance until 280 °C (making asphalt, rail applicator welding), - applicable in swithes/crossings, - be construction during operation on track , - cost-effective on account of the track long operational life, - transportable different lengths, - the rubber profiles don’t take up water.
MODERN TRAMWAY SUPERSTRUCTURES Asphalt track zone pavement (Appropriate for 160 cm wide reinforced concrete slab, and 1000 mm gauge width)
MODERN TRAMWAY SUPERSTRUCTURES Cubes track zone pavement Construction in Downtown area, and in historical environment is intimate
MODERN TRAMWAY SUPERSTRUCTURES Grassed track
MODERN TRAMWAY SUPERSTRUCTURES
MODERN TRAMWAY SUPERSTRUCTURES Equipment of crossings, switches with individual RCS rubber profiles
MODERN TRAMWAY SUPERSTRUCTURES Species of railfoot rubbers Típus
Kialakítás
Anyag
Összenyomódás
3.1762 / EPDM
1,2 mm 100 kN tengelyterhelés alatt cstat. = 18 kN/mm/1 m sínhossz
M 384 58b 3.1773 / NR,IR
1,5 mm 100 kN tengelyterhelés alatt cstat = 16 kN/mm/1 m sínhossz
M 384 88a
3.1773 / NR,IR
3 mm 100 kN tengelyterhelésnél cstat. = 5 kN/mm/1 m sínhossz
M 386 51
3.1764 / SBR
1,5 mm 100 kN tengelyterhelésnél cstat. = 14 kN/mm/1 m sínhossz
M 386 52
3.1764 / SBR
1,0 mm 100 kN tengelyterhelésnél cstat. = 24 kN/mm/1 m sínhossz
M 386 59
3.1764 / SBR
0,7 mm 100 kN tengelyterhelésnél cstat. = 40 kN/mm/1 m sínhossz
MODERN TRAMWAY SUPERSTRUCTURES Freiburg system fastenings (before concreting)
Tömítés TOK-Band vagy bitumen kiöntés
Csatlakozó burkolat
M 591 95b
Ss 25 síncsavar ULS 7/50 alátétgyűrű Leszorító EPDM betétlemez
HDPE alaplemez Sdü 9a menetes műanyagbetét
M 384 58b
Csatlakozó burkolat
M 591 96a
MODERN TRAMWAY SUPERSTRUCTURES EASYFix fastening
MODERN TRAMWAY SUPERSTRUCTURES Nabla rail fastening with ribbed baseplate
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1.4. ISOLast continuous support with sealed rail system The one of desing of ORTEC GmbH (Nürnbrecht, Germany) paved, tramway track superstructure solution, which applied many success of noise and vibration reduction.
MODERN TRAMWAY SUPERSTRUCTURES The most important parameters are the followings: - the vertical static bedding parameter Cstat = 0.16 N/mm3, while for sideward rubber profile Cstat = 0.12 N/mm3, - vibration damping for specimens 50 Hz in case of a test frequency at railfoot rubber 4 dBv, at side rubber 3 dBv,
- under the desing load (4x150 kN axle-load) vertical-compression is 1.0 mm, the horizontal-compression is 0.8 mm, - the flexible trace expansion under the maximal load is 1.55 mm,
- the gap open in case of winter cracking is max. 11.8 mm.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1.5 The „Whisperer-rail” system Also, this ORTEC GmbH system suitable for opened, and for paved solution. It has references in heavy railway tracks. Excess 10 mm compression under vertical load available with this system. This construction advantage there aren’t relative diplacement under the crossing loads between outside of steel profiles and the joined pavement. It reliably solved the imbedded rail under different loads and the connecting of pavement for long-term too. This system significantly reduce the rail abrasions/wearings, and blocking the emergences of stray current.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1.6. Embedded rail system with slab track Continuous elastic rail support embedded in prefabricated concrete slabs in case of slab tarck. They evolve rail channels in prefabricated concrete slab, place rails in it which are regulated to direction and height (flange – with providing the necessary space) and they filling it the all rail channel with flexible material (Edilon, Sika Icosit). In the rail „chamber” they install prefabricated PVC tubes and profile elements, because they could reduce the quantity of filling material. The rails are fixed with this material, there isn’t needed for any fastening. Advantages: - consistent dynamic behaviour of the track, - requires minimal maintenance work (practically only rail exchange), - reliable horizontal stability, - low overall structural height and weight, - continuous elastic rail support, - optimal electrical insulation.
Disadvantages: - it requires very precise, professional construction work, - the filling material is quite expensive.
MODERN TRAMWAY SUPERSTRUCTURES
Conceptual illustration of the fastening system (Edilon) Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES Sample cross-section
Edilon slab track system with Ri60 type rail
MODERN TRAMWAY SUPERSTRUCTURES Edilon track system Reinforced concrete rail-channel, Ri 60 type rail without cant, filled up under the railfoot, PVC pipe in the belt chamber
1 Edilon Corkelast pouring 2 Edilon treatment 3 Edilon Corkelast wedge 4 Edilon Nylon spacer 5 PVC tube 6 Edilon Corkelast pads/strip Filling material: VA60 VA60M VA70
MODERN TRAMWAY SUPERSTRUCTURES Edilon track system Steel rail-chanel, UIC 54 type rail without cant, flexible bent under the railfoot, PVC pipe in the belt chamber
1 Edilon Corkelast pouring 2 Edilon treatment 3 Edilon Corkelast wedge 4 Edilon Nylon spacer 5 PVC tube 6 Edilon Corkelast shim 7 Edilon resilient strip 8 Edilon adhesive 9 Edilon Ediseal closure Filling material: VA60 VA60M
MODERN TRAMWAY SUPERSTRUCTURES
Sticking of flexible bent Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES
Tisza bridge in Szolnok Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES
Steel rail channel setting with CDM-QTrack-Jig suspensory linkage Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES
Phases of pouring Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES Edilon system of Tramway track Valencia
Rotterdam
MODERN TRAMWAY SUPERSTRUCTURES 4.2.1.7. CDM – PREFARAIL system The CDM-PREFARAIL superstructure system is (lately CDM Qtrack) a solution without fastenings. CDM-Jacket is wrapped around the rails on sides and foot, the rails are isolated from environment perfectly. The jacket made of rubber resinbound, the latter granulates produced from 100% used tyres. The rails with jacket are fixed by concrete pouring (TOP-DOWN), thus they ensure both vertically downwards and sideways for the track support. There are a solutions for Grooved and Vignols rails too.
Advantages: - continuous elastic supported rail, - optional embedding features (attenuation requirements), - quick and easy to assemble, - low overall structural height, - cost effective solution, - flexible housing is solved of crossings/switches and dewatering boxes, - effective vibration insulation, - excellent stray currents resistance, - high lateral stability, - mounted regardless of weather conditions, - it is formed as a floating slab if we need special damping requirements
MODERN TRAMWAY SUPERSTRUCTURES
CDM rubber overcoat Source: CDM, LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES In CDM-PREFARAIL system the CDM-Jacket is made of excellent quality rubber resin-bound. The following types exist depending on bedding quality of resilient: CDM-PREFARAIL-COMPACT and CDM-PREFARAIL-COMPACT+, which the static rail bedding parameter cstat 60 MN/m/ MN/m/rail runningmeter, when, there aren’t any requirement of noise and vibration attenuation , commodity CDM-49, CDM-PREFARAIL-CLASSIC: the static rail bedding parameter cstat 30 MN/m/rail runningmeter, apply in urban environment, when the protected building distance from the track is L 20 m, commodity CDM-49,
CDM-PREFARAIL-COMFORT: the static rail bedding parameter cstat 10 MN/m/ MN/m/rail runningmeter, apply in urban environment, when the protected building distance from the track is 10 m < L < 20 m, commodity CDM-49 and CDM AV resilient slip, CDM-PREFARAIL-COMPACT, COMPACT+, CLASSIC or COMFORT combination of CDM-DMFA floating slab. apply in urban environment, when the protected building distance from the track is L < 10 m, bedding loss is 20 dBV @ 63 Hz.
MODERN TRAMWAY SUPERSTRUCTURES Variant of CDM-PREFARAIL system depending on the grade of prefabrication 1.) Fully monolithic design Construction with Gauge Support Fixation (GSF). The experience shows the construction speed is 144 meter/one track/ day, 12 co-operation workers (between two main welding).
Monolithic CDM-PREFARAIL track system construction with GSF
CDM-PREFARAIL green (grassed) track
MODERN TRAMWAY SUPERSTRUCTURES 2.) CDM-PREFARAIL STERO The embedded rails are made one by one, matched in the prefabricated concrete slab/beam. This beam increases the lifetime of the structure and the stability of the pavement.
If the construction time is short, it will be applied preferably. Under in service and in traffic the installation is possible.
MODERN TRAMWAY SUPERSTRUCTURES 3.) CDM-PREFARAIL MODULIX The embedded rails are based on together into the prefabricated concrete slab, the track zone is made with definitive pavement. It is the primarily recommended solution in the most critical sections of track (crossings). Drainage elements, electrical boxes are integrated into the system. The track zone pavement is optional on demand.
The prefabricating allows the fast construction. There exists the Vignol rail variant, which allows the desing of the pavement crossings.
MODERN TRAMWAY SUPERSTRUCTURES 4.) CDM Floating Slab Track System It is a variant of previous ones’ design of floating slab. It means the zone of MODULIX is embedded on prefabricated concrete crust in favour of increased vibration damping.
MODERN TRAMWAY SUPERSTRUCTURES 5.) CDM-PREFARAIL PEXO Prefabricated elastic embedded switch crossing. It is a variant of previous ones’ design of floating slab. It means the zone of MODULIX is embedded on prefabricated concrete crust in favour of increased vibration damping.
MODERN TRAMWAY SUPERSTRUCTURES The basic designs of the CDM-PREFARAIL superstructure are the followings: - the type of the embedding, - rail sytems (Ri 59N, Ri 60N, NP4aM, 35 GP, 49 E1, 54 E1, 60 E1), - the size and distribution of vehicle load (axle load, wheelbase, bogie distance), - stiffness of the foundation layers , - required bedding factor under the concrete slab/beam (C, N/mm3) or rail bedding modulus (K, MN/m/rail runningmeter). Applying of Ri 59N sytem grooved rail the below static and dinamic rail bedding features are created the different solution of CDM-PREFARAIL: - CDM-PREFARAIL COMPACT and CDM-PREFARAIL COMPACT+ Kstat 60 MN/m/rail runningmeter Kdin < 200 MN/m/rail runningmeter, - CDM-PREFARAIL CLASSIC Kstat 30 MN/m/rail runningmeter Kdin < 90 MN/m/rail runningmeter, - CDM-PREFARAIL COMFORT Kstat 10 MN/m/rail runningmeter Kdin < 45 MN/m/rail runningmeter.
MODERN TRAMWAY SUPERSTRUCTURES Rail overcoats and railfoot rubber bands to Ri 59N type rail
MODERN TRAMWAY SUPERSTRUCTURES Rail overcoats and railfoot rubber bands to 54E1 type rail
MODERN TRAMWAY SUPERSTRUCTURES Building schedule of CDM – PREFARAIL CLASSIC track In straight track
In curved track
MODERN TRAMWAY SUPERSTRUCTURES
Sín alakváltozása (mm)
Beillesztési veszteség (dB)
The vertical prolapse of the rail for four species of railfoot embedding rubbers, under 100 kN axle load
The vertical prolapse and insertion loss of the rail for four species of railfoot embedding rubbers, under 100 kN axle load
Hely (m)
Frekvencia (Hz)
MODERN TRAMWAY SUPERSTRUCTURES 4.2.2 Discrete supported rail systems 4.2.2.1 EASYLast (Ortec) elastic supported system Non-paved tramway track solution for vibration reduction primarily for bridges and tunnels. This solution applied in No. 2 tramway track in Budapest between ChainBridge (Lánchíd) and Elizabeth bridge (Erzsébet híd) in 1995. The resilient compression under the load was 1.53 mm. There is tramway track installation reference about 35 km, where the calibration of the track was happened to 100 kN axle load.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.2 Discrete supported rail systems 4.2.2.1 EASYLast (Ortec) elastic supported system Non-paved tramway track solution for vibration reduction primarily for bridges and tunnels. This solution applied in No. 2 tramway track in Budapest between ChainBridge (Lánchíd) and Elizabeth bridge (Erzsébet híd) in 1995. The resilient compression under the load was 1.5 3 mm. There is tramway track installation reference about 35 km, where the calibration of the track was happened to 100 kN axle load.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.2.2 The „Cologne egg" system Effective vibration reduction can be achieved – due to very soft vertical spring constant – with „Cologne-egg” supported construction. The support consists of two metal parts between filling with elastic material. The design is such, that the vertical forces are transferred especially shear, a little bit pressure stresses in the elastic material. The vertical spring constant value is approx. 713 kN/mm. The railfoot fastening done with PANDROL spring, the all fastening fixing to the slab track with two rail foundation bolts done. On account of the high vertical flexibility the construction is usable for until maximum 100 kN static axle load.
MODERN TRAMWAY SUPERSTRUCTURES 4.2.2.3 The PHOENIX AG „KES” type elastic supported system („similar” to the Ortec Delta Lager, and Pandrol Vanguard fastenings)
MODERN TRAMWAY SUPERSTRUCTURES 4.2.2.4 Discrete supported rail formation with Icosit KC 220, KC 330 and KC 340 materials
IcositKC KC330 330vagy 340 Icosit Icosit KC 220
MODERN TRAMWAY SUPERSTRUCTURES
The cross-section of the glued superstructure at fastening Source: BKV, LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES
Track sticking (glueing) Forrás: Sika, LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES The Icosit KC 330 or KC 340 layers stick (glue) the baseplate to concrete or steel layers to each other with persistent, good grip. Local exact height compensation can be achieved by under pouring. The baseplate is supported by vibration and noise reducing. In the joints better damping can be achieved by this solution, such as ballasted track. According to experience, especially on bridges and in tunnels longer life and less maintenance work is needed by application of KC 330 or KC 340 materials. However, the space-saving solution for virtually height and tare weight is favorable. They can be used in conventional fastening elements. The supportings ensure appropriate degree of compression in under different wheel loads, and during construction there are available accuracy of height of the rails. The under pouring effect is electrically insulating.
The Icosit KC 220 epoxy resin sticks/glues the foundation-bolt to pre-drilled hole to fixedly.
MODERN TRAMWAY SUPERSTRUCTURES The main steps of making discrete supported rail system: ‒ construction of the concrete slab, ‒ the laying of rails onto the concrete slab,
‒ set the vertical and horizontal geometry and gauge characteristics of the track, ‒ installation the ribbed baseplates to rails, ‒ drilling the holes of the foundation-bolts, ‒ sticking (glueing) the foundation bolts with epoxy resins, ‒ surface preparation under the discrete support, ‒ formwork surfaces to be treated with isolation, ‒ preparation of the mortar under pouring, ‒ after starching (bonding of resins) – stripping
MODERN TRAMWAY SUPERSTRUCTURES 5. Stone desing paving (important feature of the filler material)
MODERN TRAMWAY SUPERSTRUCTURES 6. Grassed track system
6.1. Anchoring with Hilti, green track with concrete beams
gravel filter concrete
reinforced concrete
earthwork
Compressive strength of concrete to be prepared 25 N/mm2 where to be established the borehole to anchoring.
MODERN TRAMWAY SUPERSTRUCTURES 6.2. Bremen grassed track system The Bremen grassed track system is good fit to environment. Frost protection granular layer is laid onto lower plane in earthwork top surface. Reinforced concrete beam is made under the two rails, and soil is filled the space between beams. After laying the prestressed concrete sleepers, directing, and fit up the rails. The beams are sticked/glued to the sleepers by Icosit KC 330 material. The gaps between the sleepers are filled by soil (until 3 cm under the railfoot), than grassing is prepared.
MODERN TRAMWAY SUPERSTRUCTURES Advantages of the design : ‒ superstructures series-produced components can be used (sleepers, fastenings), ‒ it is possible to further modifications,
‒ extra building technology isn’t needed, ‒ vibration damping – elastic supporting of sleepers, ‒ noise damping, ‒ electrically insulating, ‒ excellent adhesion properties - plastic mortar, ‒ if necessary – the superstructure is accessible with road vehicles (e.g. ambulance), ‒ the surface waters can get down to substructure drainage system, ‒ the system has many reusable superstructures items,
MODERN TRAMWAY SUPERSTRUCTURES 6.3. Stuttgart green track system During construction
Ready
In this solution KC 330 material was used in flexible pouring under baseplates
MODERN TRAMWAY SUPERSTRUCTURES 7. Reconstructions of tramway tracks in Budapest The Budapest Transport Ltd. (BKV) at first years of the 90s started its large-scale light rail track (tramway track) reconstruction program’s preparation in which several tens of kilometers of track length has reconstructed. Improvements were carried out, where the tram tarcks are most exposed to tram traffic in paved in a central city design lines where the big panel designs are suffered strong failures. The following general requirements there were at the reconstruction works: ‒ The superstructure should be ballastless, fixed to concrete slab, ‒ The rails should be continuous elastic supported railfoot and side embedding, ‒ Gauge rods and fastenings the smallest possible number of built in (structural stresses), ‒ after the reconstruction works vibration and noise damping are required, ‒ there won’t be no need for maintenance works in pavement splitting until min. ten years, ‒ it will be appropriate to reduce the effects of stray current corrosion, ‒ separation protect the track zone by half spheres, ‒ aesthetically, quality with townscape perspective.
MODERN TRAMWAY SUPERSTRUCTURES Sample cross-section of continuous support with embedded rail in Budapest
MODERN TRAMWAY SUPERSTRUCTURES 0.20 m thick compacted sandy gravel is laid onto the top surface of earthwork, or 0.25 m thick cement stabilisation layer is used. Onto this structure a monolithic reinforced concrete slab (C20/32/KK) is made (2.20 m width, 0.24 m (min. 0.18 m) thick) with meshed steel reinforcing armature. The tramway track is CWR system, rails are Ri 59 type, gauge rods with 1.5 m gaps, rail fastenings with 6.0 m gaps (in straight track and curved track with radius R50 m). The pavement connects to the rails with continuous profile rubber on both sides of the rails, there is rubber band under the railfoot too. They ensure elastic bedding. Modificated mortar (GANTREX 035) is used for vertical levelling of gap between railfoot rubber band and concrete slab, its thickness can be between 10 and 30 mm. Bedding rubber bands and rails are laid onto a 350x160x10 mm size steel plate at rail fastening. Accurate vertical setting can be made by nuts under base plate. Fastening of rails is made by M20 studs (concreted in 40 mm holes) and Gantrex 4120 type elemets with horizonatal setting opportunity. Asphalt layer and under it base concrete (C15/32/KK as well as C7.5/32/KK) are made under whole track zone.
MODERN TRAMWAY SUPERSTRUCTURES Applied to modernization than in embedding solutions
MODERN TRAMWAY SUPERSTRUCTURES Applied to modernization than Ganry-continuous support with embedded rail solutions (vendor-independent) according to the experience of disadvantages in Budapest Due to insufficient water tightness of the increased risk of electrochemical corrosion damage
MODERN TRAMWAY SUPERSTRUCTURES Edilon track system on Petőfi bridge (Budapest) At firstly in Hungary Edilon embedded rail tramway track superstructure was built on Petőfi bridge, in 1996. The main reasons are the followings: - low height of the superstructures, - the bridge major beams keepers of relapses, - it could not be a reinforced concrete slab structure to make holes for the rail fastenings, - short construction time was available.
MODERN TRAMWAY SUPERSTRUCTURES The design of the rail channel
The tramway track was built by low-height Phoenix rails (height 130 mm, weight 51.4 kg/m).
MODERN TRAMWAY SUPERSTRUCTURES
Embedded rail system on Árpád bridge (Budapest) Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES
Embedded rail system on Kossuth square (Budapest) Photo: LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES
Embedded rail system on Kossuth square (Budapest) Photo: LACZÓ András
MODERN TRAMWAY SUPERSTRUCTURES
Embedded rail system on Kossuth square (Budapest) Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES
Embedded rail system on Rákóczi bridge (Budapest) Source: KOVÁCS András
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
INITIAL STATE Degraded Big Panel superstructure track with webless grooved head rails Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
WRECKING WORKS Demolition of the panels
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUBSTRUCTURE WORKING Demolition of the longitudinal beams
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUBSTRUCTURE WORKING Load measuring with dial at Spa of Rudas, and reinforcing layer construction (Geotextile+ 10 cm gravel + 15 cm CKt) Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUPERSTRUCTURE CONSTRUCTION Rail overcoat
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUPERSTRUCTURE CONSTRUCTION Settings of the linkage and reinforcement
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUPERSTRUCTURE CONSTRUCTION Concreting of the concrete track blocks
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUPERSTRUCTURE CONSTRUCTION Making the basalt concrete and the application of vapor layer
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
SUPERSTRUCTURE CONSTRUCTION Construction of the transitional segment between the embranchments (concreted sleeper track) Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES Renewal of Tramway line No. 18. in Budapest
FINISHED TRACKS In front of the Spa of Rudas and Gellért hill
Source: LÓCZKI Attila
MODERN TRAMWAY SUPERSTRUCTURES 8. Road-Tramway track grade crossings in Budapest There are 28 transport destination in Budapest tramway train network with in all 423 piece of grade crossing. Distribution of grade crossings: 21 piece of pedestrian crossings 188 piece of road crossings 214 piece of pedestrian and road crossings The oldest grade crossing was built in 1972 which is located at the terminal of Tramway line No. 47 in Buda. The youngests are on the Tramway line No. 1. and 3, which were built in 2014.
Percentage distributions of grade crossings: With guide-rail: STRAIL: Holdfast: Bodan: Concrete pavements which rest on railfoot: Edilon: CDM: Big Panel: STRAIL profile: Webless rail with grooved head:
32.3% 1% 1% 0.2% 30% 2.6% 1% 30% 1.5% 0.4%
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.1. Grade crossing with guide rail
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.1. Grade crossing with guide rail
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.1. Grade crossing with guide rail
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.1. Grade crossing with guide rail (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.1. Grade crossing with guide rail (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.1. Grade crossing with guide rail (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.2. Grade crossing with rubber elements 8.2.1. STRAIL type track zone pavement (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.2. Grade crossing with rubber elements 8.2.1. STRAIL type track zone pavement (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.2. Grade crossing with rubber elements 8.2.1. STRAIL type track zone pavement (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.2. Grade crossing with rubber elements 8.2.1. STRAIL type track zone pavement (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.2. Grade crossing with rubber elements 8.2.2. Holdfast type track zone pavement
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.3.Concrete block grade crossings 8.3.1. Bodan type
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.3.Concrete block grade crossings 8.3.2. Prefabricated concrete block grade crossing which rests on railfoot
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.3.Concrete block grade crossings 8.3.2. Prefabricated concrete block grade crossing which rests on railfoot
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.3.Concrete block grade crossings 8.3.2. Prefabricated concrete block grade crossing which rests on railfoot (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.3.Concrete block grade crossings 8.3.2. Prefabricated concrete block grade crossing which rests on railfoot (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.3.Concrete block grade crossings 8.3.2. Prefabricated concrete block grade crossing which rests on railfoot (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.4. Prefabricated Big Panel grade crossing 8.4.1. Embedded rail system
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.4. Prefabricated Big Panel grade crossing 8.4.2. CDM Qtrack system
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.4. Prefabricated Big Panel grade crossing 8.4.3. Big Panel with webless rails with grooved head
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.4. Prefabricated Big Panel road crossing 8.4.3. Big Panel with webless rails with grooved head (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.4. Prefabricated Big Panel road crossing 8.4.3. Big Panel with webless rails with grooved head (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.4. Prefabricated Big Panel road crossing 8.4.3. Big Panel with webless rails with grooved head (deterioration, failures)
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.5. Other 8.5.1. STRAIL-Profil system
Source: BARANYAI Brigitta
MODERN TRAMWAY SUPERSTRUCTURES 8.5. Other 8.5.2. Grooved rail solution of concreted sleepers
Source: BARANYAI Brigitta
REFERENCES BARANYAI, B. (2014). Budapesti közúti vasúti útátjárók, MSc diplomamunka, SZE MTK, 2014 BKV (2000). Közúti vasúti pályaépítési és fenntartási műszaki adatok és előírások, Budapest, 2000 HORVÁTH, A., KERKÁPOLY, E. (1974). Földalatti vasutak pályaszerkezetei, Műszaki Könyvkiadó, 1974, Budapest KOVÁCS, A. (2015). edilon)(sedra rendszerű kiöntött síncsatornás vágány építése a gyakorlatban, MSc diplomamunka, SZE ÉÉKK, 2015 LACZÓ, A. (2015). Városi vasutaknál alkalmazott vágányrendszerek összehasonlítása műszaki és gazdasági szempontból, MSc diplomamunka, SZE ÉÉKK, 2015 LÓCZKI, A. (2013). CDM rendszerű vasúti felépítmény elterjedése a hazai villamospálya rekonstrukcióknál, BSC szakdolgozat, SZE MTK, 2013 sealing.datwyler.com/uploads/download/RCS-Broschure-ENG-DE.pdf www.edilonsedra.com www.hilti.com
www.pandrolcdmtrack.com www.sika.com