Ballastless Tracks E-Book

Stephan Freudenstein

• Herausgeber: Wiley-VCH
• Kategorie: Wissenschaft und neue Technologien
• Serie: Beton-Kalender Series
• Sprache: Englisch

Seitenzahl: 150

Veröffentlichungsjahr: 2017

Beschreibung

Due to increasing traffic flows the extension of transport infrastructure with rail roads and high speed lines is an ongoing process worldwide. Ballastless track systems with concrete slabs are used more and more. Following the first trials in the 1970s and more than four decades of R&D work on ballastless track, the level of development is such that it can be confirmed that ballastless track is suitable for use as an alternative to ballasted track. This book makes a contribution to the state of the art of ballastless track by describing the basics for designing the ballastless track. Important advice is provided regarding the construction of ballastless track on earthworks and in tunnels. There is also a description of the technical history of the development of ballastless track on bridges and the ensuing findings for bridge design. The state of the art of ballastless track for switches, important information on details concerning drainage, transitions, accessibility for road vehicles and experience gleaned from maintenance round off the work. Selected chapters from the German concrete yearbook are now being published in the new English "Beton-Kalender Series" for the benefit of an international audience. Since it was founded in 1906, the Ernst & Sohn "Beton-Kalender" has been supporting developments in reinforced and prestressed concrete. The aim was to publish a yearbook to reflect progress in "ferro-concrete" structures until - as the book's first editor, Fritz von Emperger (1862-1942), expressed it - the "tempestuous development" in this form of construction came to an end. However, the "Beton-Kalender" quickly became the chosen work of reference for civil and structural engineers, and apart from the years 1945-1950 has been published annually ever since.

Leseprobe

Contents

Cover

Series Page

Title Page

Copyright

Editorial

About the Authors

Chapter 1: Introduction and State of the Art

1.1 Introductory Words and Definition

1.2 Comparison Between Ballasted Track and Ballastless Track

1.3 Basic Ballastless Track Types in Germany – the State of the Art

1.4 Ballastless Track Systems and Developments in Other Countries (Examples)

References

Chapter 2: Design

2.1 Basic Principles

2.2 Material Parameters – Assumptions

2.3 Calculations

2.4 Further Considerations

References

Chapter 3: Developing a Ballastless Track

3.1 General

3.2 Laboratory Tests

3.3 Lateral Forces Analysis

References

Chapter 4: Ballastless Track on Bridges

4.1 Introduction and History

4.2 Systems for Ballastless Track on Bridges

4.3 The Challenging Transition Zone

References

Chapter 5: Selected Topics

5.1 Additional Maintenance Requirements to be Considered in the Design

5.2 Switches in Slab Track in the Deutsche Bahn network

5.3 Slab Track Maintenance

5.4 Inspections

5.5 Slab Track Repairs

5.6 Drainage

5.7 Transitions

5.8 Accessibility for Road Vehicles

5.9 Sound Absorption Elements

References

Index

End User License Agreement

List of Tables

Table 2.1

Table 2.2

Table 4.1

List of Illustrations

Fig. 1.1

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Guide

Cover

Table of Contents

Begin Reading

Chapter 1

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Stephan Freudenstein, Konstantin Geisler, Tristan Mölter, Michael Mißler, Christian Stolz

Ballastless Tracks

The Authors

Univ.-Prof. Dr.-Ing. Stephan FreudensteinTechnical University of Munich Chair and Institute of Road, Railway and AirfieldConstruction Baumbachstr. 781245 Munich, Germany

Dr.-Ing. Konstantin GeislerTechnical University of MunichChair and Institute of Road, Railway and AirfieldConstructionBaumbachstr. 781245 Munich, Germany

Dipl.-Ing. Tristan MölterDB Netz AGTrack Technology Management Structural EngineeringRichelstraße 380634 München, Germany

Dipl.-Ing. Michael MißlerDB Netz AGTrack Technology ManagementTheodor-Heuss-Allee 760486 Frankfurt on the Main, Germanywww.fahrweg.dbnetze.com/fahrweg-en/start

Dipl.-Ing. Christian StolzDB Netz AGTrack Technology ManagementTheodor-Heuss-Allee 760486 Frankfurt on the Main, Germany

The Editors of Beton-Kalender

Prof. Dipl.-Ing. Dr.-Ing. Konrad Bergmeisteringwien.at engineering gmbhRotenturmstr. 11010 Vienna, Austria

Prof. Dr.-Ing. Frank FingerloosGerman Society for Concrete and Construction TechnologyKurfürstenstr. 12910785 Berlin, Germany

Prof. Dr.-Ing. Dr. h. c. mult. Johann-Dietrich WörnerESA - European Space AgencyHeadquarters8-10, rue Mario Nikis75738 Paris cedex 15, France

The original German text is published in Beton-Kalender 2015, ISBN 978-3-433-03073-8 and titled “Feste Fahrbahn in Betonbauweise”. This is the translated and revised version.

Cover photo: Ballastless Track System “Feste Fahrbahn Bögl” Photo credit: Chair and Institute of Road, Railway and Airfield Construction of the Technical University of Munich, Germany

Library of Congress Card No.: applied for

British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library.

Bibliographic information published by the Deutsche Nationalbibliothek The Deutsche Nationalbibliothek lists this publication in the Deutsche Nationalbibliografie; detailed bibliographic data are available on the Internet at <http://dnb.d-nb.de>.

© 2018 Wilhelm Ernst & Sohn, Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Rotherstraße 21, 10245 Berlin, Germany

All rights reserved (including those of translation into other languages). No part of this book may be reproduced in any form – by photoprinting, microfilm, or any other means – nor transmitted or translated into a machine language without written permission from the publishers. Registered names, trademarks, etc. used in this book, even when not specifically marked as such, are not to be considered unprotected by law.

Cover Design: Hans Baltzer, Berlin, Germany

Print ISBN: 978-3-433-02993-0

ePDF ISBN: 978-3-433-60690-2

ePub ISBN: 978-3-433-60691-9

eMobi ISBN: 978-3-433-60689-6

oBook ISBN: 978-3-433-60688-9

Editorial

The Concrete Yearbook is a very important source of information for engineers involved in the planning, design, analysis and construction of concrete structures. It is published on a yearly basis and offers chapters devoted to various, highly topical subjects. Every chapter provides extensive, up-to-date information written by renowned experts in the areas concerned. The subjects change every year and may return in later years for an updated treatment. This publication strategy guarantees that not only is the latest knowledge presented, but that the choice of topics itself meets readers' demands for up-to-date news.

For decades, the themes chosen have been treated in such a way that, on the one hand, the reader gets background information and, on the other, becomes familiar with the practical experience, methods and rules needed to put this knowledge into practice. For practising engineers, this is an optimum combination. In order to find adequate solutions for the wide scope of everyday or special problems, engineering practice requires knowledge of the rules and recommendations as well as an understanding of the theories or assumptions behind them.

During the history of the Concrete Yearbook, an interesting development has taken place. In the early editions, themes of interest were chosen on an ad hoc basis. Meanwhile, however, the building industry has gone through a remarkable evolution. Whereas in the past attention focused predominantly on matters concerning structural safety and serviceability, nowadays there is an increasing awareness of our responsibility with regard to society in a broader sense. This is reflected, for example, in the wish to avoid problems related to the limited durability of structures. Expensive repairs to structures have been, and unfortunately still are, necessary because in the past our awareness of the deterioration processes affecting concrete and reinforcing steel was inadequate. Therefore, structural design should now focus on building structures with sufficient reliability and serviceability for a specified period of time, without substantial maintenance costs. Moreover, we are confronted by a legacy of older structures that must be assessed with regard to their suitability to carry safely the increased loads often applied to them today. In this respect, several aspects of structural engineering have to be considered in an interrelated way, such as risk, functionality, serviceability, deterioration processes, strengthening techniques, monitoring, dismantlement, adaptability and recycling of structures and structural materials plus the introduction of modern high-performance materials. The significance of sustainability has also been recognized. This must be added to the awareness that design should focus not just on individual structures and their service lives, but on their function in a wider context as well, i.e. harmony with their environment, acceptance by society, responsible use of resources, low energy consumption and economy. Construction processes must also become cleaner, cause less environmental impact and pollution.

The editors of the Concrete Yearbook have clearly recognized these and other trends and now offer a selection of coherent subjects that reside under the common ‘umbrella’ of a broader societal development of great relevance. In order to be able to cope with the corresponding challenges, the reader can find information on progress in technology, theoretical methods, new research findings, new ideas on design and construction, developments in production and assessment and conservation strategies. The current selection of topics and the way they are treated makes the Concrete Yearbook a splendid opportunity for engineers to find out about and stay abreast of developments in engineering knowledge, practical experience and concepts in the field of the design of concrete structures on an international level.

Prof. Dr. Ir. Dr.-Ing. h. c. Joost Walraven, TU Delft

Honorary president of the international concrete federation fib

About the Authors

Univ.-Prof. Dr.-Ing. Stephan Freudenstein has been a full professor at the Chair and Institute of Road, Railway and Airfield Construction at the Technical University of Munich and director of the test institute of the same name in Pasing, Munich, since 2008. After graduating in civil engineering at TU Munich in 1995 and working at Heilit + Woerner Bau AG, Stephan Freudenstein became a research associate at TU Munich's Chair and Institute of Road, Railway and Airfield Construction in 1997. In 2002 he joined Pfleiderer Infrastrukturtechnik GmbH, now known as RAILONE GmbH, in Neumarkt in der Oberpfalz, Germany. While there, he headed up the technology and development department. He was responsible for prestressed concrete sleepers and the technical side of various ballastless track projects in Germany and farther afield. The main focus of Prof. Freudenstein's research is the structural design of road and rail superstructure systems and aviation surfaces. He is a member of numerous German and European technical standard committees and committees of independent experts.

Dr.-Ing. Konstantin Geisler graduated in civil engineering at TU Munich in 2010. He was awarded his doctorate by that university in 2016 and now works in academic research at TU Munich's Chair and Institute of Road, Railway and Airfield Construction.

Dipl.-Ing. Tristan Mölter studied civil engineering at TU Munich. Since 2000 he has been responsible for noise control, bridge equipment and provisional bridges at the technology and plant management department of DB Netz AG in Munich. He is the chair of the structural engineering commission (FA KIB) at VDEI (association of German railway engineers) and a member of numerous German and European technical standard committees and committees of independent experts.

Dipl.-Ing. Michael Mißler studied civil engineering at TU Darmstadt. Since 1999 he has been responsible for ballastless track engineering in the track technology management department of DB Netz AG in Frankfurt/Main, Germany. Further more he is one of the responsible persons for the subjects of track elasticity and track stability at DB. He is a member of numerous German and European technical standard committees and committees of independent experts.

Dipl.-Ing. Christian Stolz studied civil engineering at Cologne's University of Applied Sciences. Since 2010 he has been responsible for ballastless track engineering in the track technology management department of DB Netz AG in Frankfurt/Main, Germany. He is a member of numerous German and European technical standard committees, e.g. DIN Standards Committee Railway NA 087-00-01 AA ‘Infrastructure’, DIN subcommittee ‘Ballastless track’ and CEN TC 256/SC 1/WG 46 ‘Ballastless Track’.

1Introduction and State of the Art

1.1 Introductory Words and Definition

Following the first trials in the 1970s and more than four decades of R&D work on ballastless track, the level of development is such that it can be confirmed that ballastless track is suitable for use as an alternative to ballasted track. This book is based on the principles of Eisenmann and Leykauf, which were published in Beton-Kalender 2000, and makes a contribution to the state of the art of ballastless track by describing the basics for designing the slab.

A concrete ballastless track is a non-ballasted form of superstructure in which the loadbase function of the ballast is performed by a layer of concrete. Besides the aim of a longest possible service life and at the same time low maintenance requirements, the superstructure should be founded protected against the effects of frost and supported such that deformations are essentially ruled out.

1.2 Comparison Between Ballasted Track and Ballastless Track

One of the advantages of a ballastless track compared with ballasted track is that maintenance requirements are minimized. With ballasted track, tamping and lining works at regular intervals are essential. The critical frequency range for increased wear of the ballast forming the track bed begins at about 30 Hz. This excitation frequency is reached at a speed of about 270 km/h with a bogie wheelbase of 2.50 m and an otherwise ideal wheel-rail contact. However, in addition to train speeds, there are other factors that have an influence on the frequency, e.g. wheel defects or defects in the rail running surface. As train speeds increase, so the ensuing frequencies, with increasing amplitudes and higher dynamic loads, result in the need for shorter intervals between ballast maintenance works [1–3].

Another factor affecting loads on the superstructure is the stiffness; as the stiffness of a track system increases, so do the loads on the ballast. In particular, bridges and tunnels, of which there are numerous examples on new and upgraded lines, lead to a higher system stiffness owing to the hard subsoil (bridge superstructure, tunnel invert) and so the loads on the ballast are very pronounced. The long-term behaviour of the ballast can be improved through suitable measures, e.g. the use of sleepers with enlarged bearing surfaces, elastic or highly elastic rail fastening systems, under-sleeper pads or under-ballast mats [3]. Experience shows that with train speeds exceeding 250 km/h, ballasted track already requires maintenance after about 100 million tonnes of load has passed over it. With 100 high-speed trains per day in each direction, that corresponds to a maintenance interval of only a few years. Therefore, Deutsche Bahn AG started specifying ballastless track as the standard form of superstructure for all new lines with train speeds >250 km/h as early as the mid-1990s.

Besides the wear to and redistribution of the ballast during its lifetime, the quality of the position of the track is an important criterion for ballasted track, as the track position steadily worsens over time. The need for tamping and lining work depends on whether defined guide and limit values for track position parameters have been exceeded. Those guide and limit values should guarantee, primarily, stable wheelset running as well as good ride comfort. In contrast to ballasted track, a ballastless track guarantees that the track remains permanently correctly positioned with a defined track elasticity and eliminates the ballast maintenance measures necessary while ensuring a longer service life. A theoretical service life of 60 years for ballastless track is the aim [4].

The first ballastless track pilot project was carried out at Rheda station in 1972 and so Germany already has more than 40 years of experience with this form of construction. It is therefore clear that a service life of 60 years is certainly practical and, consequently, can be assumed.

Despite the long service life, however, it is necessary to guarantee that individual ballastless track components can be removed and renewed.

It can generally be assumed that the cost of a ballastless track installation on a plain track will be higher than that of the initial installation of a ballasted track with subgrade. However, the maintenance costs of the former lie well those of the latter. It is interesting to note that in tunnels on new lines, ballastless track can be laid more economically than ballasted track with an under-ballast mat.

When considering the economics of ballastless track, it is also necessary to take into account that a ballastless track can be laid with tighter alignment parameters. Better cant deficiency and cants can be achieved with a ballastless track than is the case with ballasted track.

Therefore, for high-speed rail lines, a ballastless track can be built with tighter radii and, if required, steeper gradients for the same design speeds. The outcome of that is a significant economic advantage because savings can be made when building large bridges or tunnels. The savings that can be made during the construction, operation and maintenance of just these complex and expensive engineering structures alone can quickly compensate for the extra cost of ballastless track compared with ballasted track. At the same time, it is possible to route lines alongside motorways and thus keep different modes of transport together.

Another advantage of ballastless track is that it avoids ballast being thrown about – a dangerous phenomenon that is caused by suction forces below a train or ice in winter, which can loosen particles. Loose particles can damage the running surface of the rail or other items in the immediate vicinity. Some countries, e.g. South Korea, are therefore starting to cover whole sections of track with elastomeric sheeting in order to overcome the dangers of flying ballast particles. Furthermore, unrestricted use of eddy current brakes on trains is only possible on ballastless track.

Yet another benefit is the lower construction depth while still maintaining the same cross-section. This is especially interesting for sections of track in tunnels. On the one hand, a smaller tunnel cross-section can be chosen for new lines, which in turn saves costs. On the other hand, on existing lines that, for example, are to be electrified, the installation of ballastless track can avoid having to enlarge a tunnel cross-section in some circumstances. This also means it is easily possible to refurbish old tunnels by installing a new lining.