Slab Track Solutions PDF

Slab Track System ÖBB-PORR
Elastically Supported Slab
Dipl.-Ing. Dr. Dieter PICHLER

03-06-2014, Stockholm
Content
(1) General
(2) Decision-making of ÖBB
(1) Construction Design
(2) Methodology
(3) Quality
(4) Cost-Effectiveness
(3) Practical Examples in Austria

(4) Practical Examples in Germany
(5) Special Solutions for Ballastless Track
2 Slab Track System ÖBB-PORR

│ General │ Decision-making of ÖBB │ Practical Examples in Austria │ Practical Examples in Germany │
│ Special Solutions for Ballastless Track │
Ballasted Track
Heavy concrete sleeper track Ballasted track

(uniform European track) Elasticity without subsoil
Ballast substructure
40%
Rail fastening
Rail pads
60%

Ballasted Track – Limits of Applicability
• Maintenance  constraints of availability

 industrial safety
• Limited suitability for high speeds

• Ballast pick-up
• Eddy current brake
 DEVELOPMENT OF BALLASTLESS SUPERSTRUCTURE

(BALLASTLESS TRACK)

The Main Construction Types for Ballastless Track
• Compact Systems
(Monolithic systems e.g. System Rheda,
System Rheda 2000)
• Baseplate Systems
(e.g. Vossloh, DFF21, Pandrol VIPA)
• Block Systems
(Booted sleeper systems e.g. System Stedef, System LVT)
• Embedded Rail Systems

(e.g. Edilon-Sedra EBS, CDM-Track)
• PREFABRICATED SLAB SYSTEMS

(e.g. Shinkansen, Bögl, ÖBB–PORR)

ÖBB Requirements for Ballastless Track Systems
• Applicability for high-performance and high-speed railway routes with mixed

operation (axle loads with a minimum of 25 t, Vmax > 300 km/h)
• Little space requirements (width, construction height) in particular for tunnel
routes
• Applicability for tunnels, on bridges, in troughs and on earth structures
• High degree of prefabrication (independent of building site impacts) and
therefore extensive assembly works and assembly quality
• Low sensitivity to different assembly conditions (weather etc.)
• Life expectancy > 50 years
• Great adjustability both in height and in position
• High achievable alignment quality under real construction conditions
• Compatibility with all established train control and train protection systems
• Possibility for special equipment (absorber and trafficability systems, etc.)
• Repair options for rail support or the total system within minimum time slot
• Overall cost-effectiveness (initial investment costs and life-cycle costs)

Slab Track System in Austria
(1) Construction design (required space,...)
(2) Methodology (sensitivity of laying,...)
(3) Quality (track set, acoustics,...)
(4) Cost effectiveness
 SYSTEM ÖBB–PORR IS THE STANDARD SYSTEM IN AUSTRIA

Construction Design
Elasticity without subsoil

ballastless track – elastically
supported slab
coating
10%
rail fastening
rail pads
90%

Construction Design
System ÖBB-PORR
1 Holes for spindles
2 ÖBB-PORR slab
3 Elastomeric layer
4 Self-compacting concrete (SCC)
5 Rail support point
6 Long rail
7 Concrete base
1
5
4 6
2
3 1
4
7

Construction Design
System ÖBB-PORR
Tunnelachse
 High degree of prefabrication
Gleisachse
 Low construction height

1.600 1.700
1.520 3.300 1.680

86.0 66.0 1.730 1.570 74.0 94.0
Ballast backfill
Slab
Cross-section through Top of rail±0.00

+0,18
Cross-section beside
45.5 32.5
78.0
pouring aperture SCC
-0.60
grouting aperture
Vergussbeton Vergussbeton
>43
40
40

Construction
System ÖBB-PORR

Methodology
Structural Implementation

Quality
Results of the Track Recording Vehicle
Ballastless track

Quality
System Comparison
3
Comparison of vibration emission
in KB between the ballasted track KB
A
and different slab track systems in
ÖBB. B
Ballastless track
2
C
D
ÖBB-PORR
0
0 1 2 KB
Ballasted track

Quality
System Comparison
Comparison of structural-borne noise – Slab Track vs. Ballasted Track
Slab Track – Type A Slab Track – ÖBB-PORR

20 20
dB (A) dB (A)
15 15
10 10
5 5
0
Level 0
Ballast
-5 -5
-10 -10
-15 -15
10
12,5
16
20
100
125
160
80
25
31,5
40
50
63
160
200
250
400
315
40
50
63
80
100
25
31,5
125

Quality
Acceptance Certificate
• Distribution of deviations
Example 638 measurement points, specifications in %
Deviation Position Height Cant Gauge Moving chord position Moving chord height
-4 0.2
-3.5 0.6 [%]
95 %
-3 1.3
32,9
-2.5 4.4
-2 0.2 10.5 29,3 0,1
26,3
-1.5 0.2 18.5 1.1 3,0
21,8
-1 9.1 21.9 5.8 45,1 1,1 10,3
-0.5 46.4 19.9 21.8 19,0 23,3
0 37.5 14.3 32.9 22,7 60,9 30,0
0.5 6.6 5.6 26.3 18,1 8,6 19,3
5,8
1 0.2 2.5 8.6 2,8 0,2 7
1.5 0.2 3.4 7
2 -1,0 -0,5 0 +0,5 +1,0 6
2.5 0.2

Quality
Precision of Track Base Plate
 +/- 0.3 mm tolerance for precast element

Cost Effectiveness
Life-Cycle Costs (LCC)

Decision-making of ÖBB

Decision-making of ÖBB

Summary – System Advantages
• Low maintenance
• Structural-borne noise and vibration control
• High track precision
• Settlement adjustments possible
• Small construction width and height
• Fast installation
• High degree of prefabrication
• High early strength of SCC
• Great driving comfort
• Repair plan
• Large openings possible
• Even surfaced concrete quality
• Little reworking
• High added value

Development in Austria
1982 – 1995: FIRST PERIOD OF TESTING DIFFERENT SYSTEMS
Project Year System Feature Length
Großer
1982 Rheda Tunnel rehabilitation 480 m
Türkenschanzparktunnel
Hausrucktunnel 1985 JOARB 112 Tunnel rehabilitation 638 m
FJB Wien – Gmünd

1989 Slab track ÖBB-PORR Embankment 264 m
area Langenlebarn
Dürrebergtunnel 1989 Züblin Tunnel rehabilitation, embankment 576 m
Booted sleeper 3 491 m

Arlbergtunnel 1990/1991 Tunnel rehabilitation
Rheda 145 m
Slab track 2 629 m
Tauerntunnel 1992 Tunnel rehabilitation
booted sleeper 4 196 m
Sittenbergtunnel 1992/1993 Rheda New tunnel, light MSS, 4 turnouts 9 010 m
Helwagstrasse 1993 Slab track ÖBB-PORR Bridge 52 m
Sonnbergtunnel 1994 Züblin New tunnel, embankment, bridge 1 150 m
Total length 22 631 m

Langenlebarn
First Installation in 1989

Development in Austria
1996 – CURRENT: PERIOD OF SLAB TRACK ÖBB-PORR (EXTRACT)
New tunnel, light MSS, embankment,
Galgenbergtunnel 1996/1997 Slab track ÖBB-PORR 11 040 m
bridge, 4 turnouts
New tunnel,
Römerbergtunnel 1997 Slab track ÖBB-PORR 638 m
Light and heavy MSS
New tunnel,
Zammertunnel 1998/1999 Slab track ÖBB-PORR 4 477 m
Light and heavy MSS
Wolfsgrubentunnel/ Slab track ÖBB-PORR, New tunnel, medium-weight MSS,
1999/2000 3 730 m
Arlbergtunnel passable with cars 6 turnouts
Siebergtunnel 2000/2001 Slab track ÖBB-PORR New tunnel 12 902 m
Slab track ÖBB-PORR,
Birgltunnel 2004 New tunnel, 6 turnouts 2 650 m
passable with cars
Slab track ÖBB-PORR,
Arlbergtunnel 2005/2007 Tunnel rehabilitation, 8 turnouts 20 812 m
passable with cars
New tunnel, light, medium-weight
Lainzer Tunnel 2010 Slab track ÖBB-PORR 18 075 m
and heavy MSS
High-speed line, new tunnel, light,
Kundl/Radfeld – Baumkirchen 2010 Slab track ÖBB-PORR 69 879 m
medium-weight and heavy MSS
High-speed line, new tunnel,
Wienerwaldtunnel 2010/2011 Slab track ÖBB-PORR bridge and embankment, light, 26 406 m
medium-weight and heavy MSS
Total of all projects (1996 – 2014) 170 609 m

Wienerwaldtunnel
Ballastless Track on Floating Track Slab

Wienerwaldtunnel
Light-weight Mass-Spring-System (MSS)
4.4 t/m, 18 Hz

Wienerwaldtunnel
Heavy-weight MSS with strip layers
9 t/m, 8 Hz

Wienerwaldtunnel
Heavy-weight MSS with single bearings
9 t/m, 7.5 Hz

Development in Germany
Lehrter Bahnhof 14 extension joints,

2001/2002 Slab track ÖBB-PORR 4 216 m
(Connection East-West) total length on bridge
Lehrter Bahnhof approx. 10,000 m light,
(Connection North-South) medium-weight and heavy MSS
VDE 8.2 High-speed line, tunnel, embankment
Erfurt – Leipzig/Halle and bridge
Ebensfeld – Erfurt, Lot 2 and bridge
Ebensfeld – Erfurt, Lot 3 and bridge
Total length 329 468 m

East-West Corridor in Berlin


East-West Corridor in Berlin Noise absorber
Track Equipment
• Accessible
noise absorbers Section A-A
Guide rail
Track magnet Threaded rod Adapter plate
Compensation plate
• Guard rails Anchor rod
Base plate
Elastomeric compensation plate
Elastomeric
Compensation
• Track magnets
plate
Section B-B
• Buffer stops Busbar support REHAU

adjustable in height Adapter plate
Train stop
Elastomere Ausgleichsplatte Compensation plate
• Power rails
Adapter plate
Elastomeric compensation plate
Compensation plate
Section C-C Coated reinforcement e.g.

with AGROVAN 209 in FTGS-areas

North-South Corridor in Berlin

Cross-section in Tunnels


* MSS … Mass-Spring-System



High-speed Line VDE 8

VDE 8.1 Ebensfeld – Erfurt
• Overall length = 98 km (~ 66 km: 8.1.2 + 8.1.3)
• 22 tunnels Σ length = 41 km
• 29 viaducts Σ length = 12 km
VDE 8.2 Erfurt – Gröbers

• Overall length = 90 km
• 3 tunnels Σ length = 15.4 km
• 33 bridges Σ length = 15 km
• 6 viaducts Σ length = 14.4 km
• 6 long bridges Σ length = 400 m
• 12 short bridges Σ length = 170 m
• 9 covered structures Σ length = 75 m
Σ > 300 KM TRACK WITH ÖBB-PORR SYSTEM


Starting Position
Modern rail track system
• Longitudinal inclination: θ8‰

• Arc radius:  3000 m (V = 250 km/h)
4000 m (V = 300 km/h)
 Very stretched line layouts

 High percentage of civil engineering structures (tunnels, bridges)
• Availability of track system

• Eddy current brake ballastless track
• Ballast pick-up


Cross-section on Embankment


Cross-section in Tunnels


Cross-section on Bridges

System ÖBB-PORR for High-speed Lines

Guide Value for Power-density Spectrum for Longitudinal and Direction
Deviations
4.5 E-07
5.2 m
50 m Displacement frequency (dF) 650 mm


Suitability study
Corrugation < 0.3 mm (≙ 4.5 E-07)
42 | Slab Track System ÖBB-PORR


Suitability study

Track Base Plate with installed cant ramp
Supporting Point
Supporting Point
Ramp Indication
(Distance: 650 mm)
1 2 3 4 5 6 7 8
Plate 1:1200 _A10 rel. SP High (mm) 0 0,5 1,1 1,6 2,2 2,7 3,3 3,8
Plate 1:1600 _A08 rel. SP High (mm) 0 0,4 0,8 1,2 1,5 2 2,4 2,8
Plate 1:2600 _A04 rel. SP High (mm) 0 0,3 0,5 0,8 1 1,3 1,5 1,8
Plate 1:3200 _A01 rel. SP High (mm) 0 0,2 0,4 0,6 0,8 1 1,2 1,4

















Transitions
Ballastless Track – Ballasted Track

Transitions
Ballastless Track vs. Ballasted Track – Germany, Berlin
Section A-A Section B-B Section C-C
65 60 60 60 60 60 regulation plate elastic
regulation plate
auxiliary track baseplate
Track base plate

elastically
concrete joint sealing compound
bonded ballast
concrete subbase HGT HGT
upper edge
FSS
FSS upper edge of foundation
of foundation
Slab track Ballast
Slab track
Slab track Track base plate 25 components B 320 W60 Ü 44 components 6 components
Track base plate Auxiliary tracks on L=5 m 15.00 m B320 W60 B70 W60 Ballast
HGT 10 m
C Rail Form 60E1(E2) Auxiliary rail: rail form 60E1(E2)
60 60 60
2.795
2.400
A A B B
65 65
C
Elastically bonded ballast
Full bonding Partial bonding GS und RB Partial bonding GS

15 m 15 m 15 m

Transitions

Transitions

Bridge Gap with Special Track Base Plate

Constricted Space Available, b = 2.10 m

Reduced Distance between Supporting Points, 65  60 mm

Accessibility for tire-wheeled vehicles and guide rail system

Challenge / Objectives
Current life expectancy of ballastless track  60 years

• Fatigue strength of the rail fastening system and its components
(intermediate layers, intermediate plates, angular guide plates, rail
clamps, sleeper screws and anchor bolts)
• Fatigue strength of the reinforcement and concrete of the track base
layers
• Fatigue strength of the elastic coating
• Fatigue strength of the grouting concrete and the substructure
(according to application: concrete subbase, hydraulically bound base
layer, anti-frost layer, tunnel floor etc.)
• Ageing of the components mentioned above
INCREASE OF TECHNICAL LIFE EXPECTANCY  100 YEARS

Slab Track System ÖBB-PORR
Dipl.-Ing. Dr. Dieter PICHLER

03-06-2014, Stockholm

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Slab Track System ÖBB-PORR

Elastically Supported Slab

Dipl.-Ing. Dr. Dieter PICHLER

(3) Practical Examples in Austria

2 Slab Track System ÖBB-PORR

Heavy concrete sleeper track Ballasted track

3 Slab Track System ÖBB-PORR

Ballasted Track – Limits of Applicability

• Maintenance  constraints of availability

• Limited suitability for high speeds

 DEVELOPMENT OF BALLASTLESS SUPERSTRUCTURE

4 Slab Track System ÖBB-PORR

The Main Construction Types for Ballastless Track

• Embedded Rail Systems

• PREFABRICATED SLAB SYSTEMS

5 Slab Track System ÖBB-PORR

ÖBB Requirements for Ballastless Track Systems

• Applicability for high-performance and high-speed railway routes with mixed

6 Slab Track System ÖBB-PORR

Slab Track System in Austria

(1) Construction design (required space,...)

(2) Methodology (sensitivity of laying,...)

(3) Quality (track set, acoustics,...)

(4) Cost effectiveness

 SYSTEM ÖBB–PORR IS THE STANDARD SYSTEM IN AUSTRIA

7 Slab Track System ÖBB-PORR

Elasticity without subsoil

8 Slab Track System ÖBB-PORR

9 Slab Track System ÖBB-PORR

 Low construction height

1.520 3.300 1.680

Cross-section through Top of rail±0.00

pouring aperture SCC

10 Slab Track System ÖBB-PORR

11 Slab Track System ÖBB-PORR

12 Slab Track System ÖBB-PORR

13 Slab Track System ÖBB-PORR

14 Slab Track System ÖBB-PORR

Slab Track – Type A Slab Track – ÖBB-PORR

15 Slab Track System ÖBB-PORR

16 Slab Track System ÖBB-PORR

 +/- 0.3 mm tolerance for precast element

17 Slab Track System ÖBB-PORR

18 Slab Track System ÖBB-PORR

19 Slab Track System ÖBB-PORR

20 Slab Track System ÖBB-PORR

Summary – System Advantages

21 Slab Track System ÖBB-PORR

1982 – 1995: FIRST PERIOD OF TESTING DIFFERENT SYSTEMS

Project Year System Feature Length

Hausrucktunnel 1985 JOARB 112 Tunnel rehabilitation 638 m

FJB Wien – Gmünd

Dürrebergtunnel 1989 Züblin Tunnel rehabilitation, embankment 576 m

Booted sleeper 3 491 m

Sittenbergtunnel 1992/1993 Rheda New tunnel, light MSS, 4 turnouts 9 010 m

Helwagstrasse 1993 Slab track ÖBB-PORR Bridge 52 m

Sonnbergtunnel 1994 Züblin New tunnel, embankment, bridge 1 150 m

Total length 22 631 m

22 Slab Track System ÖBB-PORR

23 Slab Track System ÖBB-PORR

Total of all projects (1996 – 2014) 170 609 m

24 Slab Track System ÖBB-PORR

25 Slab Track System ÖBB-PORR