AGENDA

High Speed in Europe

Slab Track Systems

Requirements and Standards for Fasteners

Rail Pad

Details on High Speed Fasteners

2

High Speed in Europe

2

Slab Track

European Network 2020

3

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

4

5

Slab Track Systems

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 1972 in Railway Station of Rheda

Slab Track

6

Rheda after a total load of more than 750 million gross tonnes.

History of slab track in Germany

Station Rheda built 1972

Source: 7

RHEDA original after more than 750 Million Gross Tonnes

Fastening System from 1972

Even the rails are still from 1972

Besides rail grinding, no maintenance

Rheda slab track

Continuous reinforced concrete slab with free cracking

Source: 8

Infilling Concrete

Concrete Ties

Bitumineous Coating

Ballast

Thermal insulation by Styrofoam Concrete

Cement improved Subsoil

Rheda slab track

Source: 9

Subsoil drain

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 tunnels important for rescue concept

10

Advantageous at a glance

Very high lateral and longitudinal track stability (no risk of track buckling, thus unconditioned application of Eddy 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

11

11500403350150170330 (300)Passenger 177DB 2002NBS Frankfurt/Main - Kln

16000

(12000)

256000

(4000)

27

(86)

150

(180)

300Passenger

Rz

278SNCF 1990TGV-Atlantik

25

12,5

12,5

12,5

35

15

15

8,5

15

20

max

gradient

[%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+Mitte

Fulda Wrzburg

250006045

(85)

250Mixed .

Rz + Gz

83DB 1988NBS H/W Sd

Fulda- Wrzburg

250006045

(85)

250Mixed Traffic.

Passenegr +

Freight

99DB 1987/91NBS M/S Mannheim

Stuttgart

25000

(16000)

35

(130)

180

(200)

270Passenger388SNCF 1983TGV-Sdost

Paris - Lyon

1500045155260

Passenger270JR 1982Joetsu Shinkansen

1500045155260

Passenger496JR 1982Tohuku Shinkansen

20000120125250

Mixed Traffic

Passenger+

Freight

236FS 1977Nuovo Diretissima (Rom

Florenz)

1500030

(50)

180

(200)

260

Passanger161+393JR 1972/75Sanyo-Shinkansen

1000060

(100)

180220Dedicated

Passanger

515JR 1964Tokaido-Shinkansen

Min vertical

curves

[m]

max cant

deficiency

[mm]

max cant

[mm]

max V

[km/h]

TrafficLength [km]OpeningLine

Alignment parameters of international high-speed lines

Source: 12

High-speed line Cologne-Frankfurt parallel to existing expressway

Bundling of new railway line and existing expressway reduces the land usage 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

Source: 13

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

Source: 14

RHEDA 2000

The RHEDA development stages

Source: 15

Ballastless Tracks Cross-Section of RHEDA 2000

On Embankment

Source: 16

The reinforcement can be reduced up to 50%, compared with standard application on embankment (depending on substructure conditions)

Ballastless Tracks Cross-section of RHEDA 2000

Tunnel

Source: 17

Ballastless Tracks Cross-Section of RHEDA 2000

Bridges and Viaducts

Source: 18

Ballastless tracks

Adjustment of RHEDA 2000 with spindle brackets

Source: 19

Ballastless tracks

Adjustment of RHEDA 2000 with spindle brackets

Source: 20

Ballastless Tracks

Concreting

21

LCC for Slab and Ballasted Track (Example)

Net Present Value

Renewal of the Slab Track

Renewal of the Ballasted Track

22

Slab Track

System Zblin

23

Driving in of ties with vibrations

Slab Track

System Bgl Precast Slab

6450

650

min

. 25

50m

ax. 2

800

200

Verguffnung

650300 650 650 650

Fertigteilplatte Spindel

Breitfuge

Schmalfuge

650650650 300650

Gewindestahl

24

25

Requirements and Standards for Fasteners

Deflection of Rail

0.8 1.5 mm

0.3 0.7 mm

Ballast Track

Deflection of ballast and track formation

0.05 0.2 mm

Diagram not in scale!

Deflection of Fastening System

0.05 0.35 mm

Deflection of concrete slab and track formation

Ballastless Track

Rail Deflection

Ballasted Track - Slab Track

26

Diagram not to scale

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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European Standard EN 13481

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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 mm 0.78 / 0.87 mm

Comparison of stiff and elastic System

Reduction of 20%

29

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 secondary deflection

should be not more than 3-4 %. Otherwise can lead to:

a

y

Required Elasticity of Fastening Systems for Slab Track

30

31

Rail Pad

Requirements for stiffness of elastic components

DBS 918 235 (German Railways Standard)

Stiffening factor

Testing temperature

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

32

Requirements for stiffness of elastic components

DBS 918 235 (German Railways Standard)

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

Requirements for stiffness of elastic components

DBS 918 235 (German Railways Standard)

34

Stiffness of Base plate pad 300

15

20

25

30

35

0 5 10 15 20 25 30 35 40 45

Frequenz Hz

Sti

ffn

ess

kN

/mm

Room Temperature RT

0 C

- 10 C

+ 50

Elastic Performance of Base plate pad

35

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

36

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Details on High Speed Fasteners

Vossloh Rail Fastening System 300

Elastic Baseplate PadZwp

Tension Clamp Skl 15

Angled Guide Plate Wfp

Concrete sleeper

Base Plate Grp

Rail Pad Zw

Rail

Plastic Dowel Sd

Sleeper Screw Ss

38

+ 6/ - 4 mm with different rail pads

directly under rail

Height Regulation + 56 / - 4mm

additional+20 mm with different

plastic height regulation plates in the rail seat

additional +50 mm with different

plastic height regulation plates rail seat and 20 mm steel height

regulation plate in the rail seat

Vossloh Rail Fastening System 300

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

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Vossloh Rail Fastening System 300

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

am

pli

tud

e [

mm

]

40

Vossloh Fastening System 300 for turnouts

41

Thank You!

43

Backup

43

Former lines Cologne - FrankfurtBallast 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 with existing high wayunconditioned

application of eddy current 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:

This track record proves the durability of the slab track geometry on Cologne-Frankfurt(Development between 2002 and 2005)

Track record, vertical profile, 50 m low pass filtered, measured with OMWE

Source:

Slab Track

Who uses slab track in Europe

Germany Cologne Frankfurt:

reduction of travel time Cologne / Frankfurt from 135 to 76 minutes Lufthansa check-in can already be done at main station in Cologne for

flights from Frankfurt

Nuremberg Ingolstadt: reduction of travel time Nuremberg - Munich by 31 minutes to 66

minutes

Spain several short sections and tunnels

Austria Melk

Netherlands: HSL Zuid (mostly elevated)

UK: Channel Tunnel Rail Link

Switzerland: standard for all tunnels

Vossloh Rail Fastening System DFF 300

Rehabilitation on existing slab track

47

e.g. for large settlement on bridges and necessity of large track alignment

Rehabilitation of Slab Track after derailment

Repairing of concrete shoulders

48

1. Removing of all destroyed Fastening components. In case of destroyed dowels/insert, the dowel has to be removed according dowel replacement description.

2. Repairing of shoulders with form (shaped to sleeper/shoulder design) and with using epoxy grout.

3. Installation of new fastening components (or old not damaged components) according assembly instructions.