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DR - Haraldloy GetznerWerkstoffe UnderSleeperPadsinTurnouts RTR
DR - Haraldloy GetznerWerkstoffe UnderSleeperPadsinTurnouts RTR
DR - Haraldloy GetznerWerkstoffe UnderSleeperPadsinTurnouts RTR
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Dr. Harald Loy - Getzner Werkstoffe - Under Sleeper Pads in Turnouts - RTR
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1 Challenge Variations in stiffness along the tongue and traditional ballasted track, or for character-
frog area, as well as the constantly chang- izing flat elastic elements such as ballast
Modern railway tracks need to be able to ing load-bearing surface area of the sleep- mats and USP.
bear the loads from rail vehicles via the ers in the ballast superstructure result in
rails, rail seats and sleepers as evenly as discontinuity of the track system. The bedding modulus of different kinds
possible and distribute such to the track of ballasted track ranges from roughly
superstructure and to the subgrade. By dis- The differences in the load-distributing over 0.05 N/mm3 (very soft) to more than
tributing these loads sufficiently, stresses the turnout length is a 3-dimensional prob- 0.40 N/mm3 (very hard) on average, de-
can be kept as low as possible, helping to lem which can be grasped and analyzed pending on the installation conditions [2].
minimize maintenance expenses and thus using Finite Elements Methods (FEM). By For new rail lines, the higher stiffness mainly
increase the operating life of the track sys- installing additional elastic elements with results from the construction of compacted
tem. defined stiffness it is possible to increase substructure and anti-frost layers. Moreo-
the load-distributing effect of the rails. At ver, the use of the Dynamic Track Stabilizer
Although one can draw on tried and trusted the same time the load-bearing character- (DGS) in ballasted track also results in con-
calculation methods, as per Zimmermann istics of the track frame can be optimized. solidation. While measures of this kind in-
[1] for beams on elastic foundation in re- One cost-effective way of approaching this crease the load-bearing ability of the track
spect of the load distribution effect, there target is to use under sleeper pads (USP) bed, at the same time the rail’s function as
are limitations when it comes to turnouts. with varying degrees of stiffness. a load-distributing element is reduced, with
Due to their geometry (Fig. 1), turnouts negative ramifications for dynamic effects
show an irregularity which can result in In the following a short presentation of the in wheel/rail contact, and this can lead to
fundamental impact of the bedding modu- increased stresses on the ballast.
lus, the possible increase in superstructure
elasticity via USP and a 3-dimensional FEM Higher degrees of bedding stiffness due
turnout model for optimizing the USP ar- to consolidated ballast and subgrade with
rangement is provided. greater load-bearing capacity can be adjust-
ed by installing elastic elements with lower
levels of bedding modulus.
RTR 2/2009 35
This is also valid for upgrading of tracks, as tive experiences with USP in turnouts have
the costs involved for such work are also led to the development of a standardized
comparatively low. design for the Austrian Federal Railways.
wing rails
switch rails
closure rails crossing nose
switch toes through rails
flange way
36 RTR 2/2009
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7 Summary
The use of under sleeper pads (USP) can
increase the elasticity of track superstruc-
ture with relatively low investment costs. At
the same time the ballast, which is a latent
source of track instability, is stabilized, as
individual ballast rocks can become embed-
ded in the surface layer of the USP. Loads
on the superstructure are reduced by a
more homogenous mounting of the sleep-
ers and track stability is improved.
Fig. 7: Reduction of rail seat forces along the turnout with optimized solution
References
lective for a typical bogie (axle load 220 kN, comparison with an improved arrangement [1] Eisenmann, J.: Die Schiene als Träger und Fahr-
bahn. Die Eisenbahnschiene (Herausgeber Fasten-
3 m spacing). The deflection patterns pre- of stiffness using various types of USP. rath). Verlag Wilhelm Ernst & Sohn 1977, S.9…78.
sented in Fig. 5 represent the envelope for [2] Eisenmann, J. und Rump, R.: Ein Schotteroberbau
the maximum vertical deformations of the The first curve shows as an example the für hohe Geschwindigkeiten. ETR – Eisenbahntech-
nische Rundschau 46, (1997), Heft 3, S.99…108.
relevant rail. deflection curve without any additional USP.
[3] AASHO-Road-Test Special Report 61G. Deutsche
The rail deflection of 0.8 mm in the regular Übersetzung in Betonstraßenjahrbuch 1962/63,
One can see that a lowering of the bedding track results exclusively from the defined Beton-Verlag, Düsseldorf.
modulus results in an increase in rail de- bedding modulus of the ballast and the sub- [4] ORE-Frage D.161, Bericht Nr.4 vom Sept. 1987: Dy-
namische Auswirkungen der Anhebung der Radsat-
flection as desired. But at the same time grade of 0.2 N/mm3. If the vertical deforma- zlast von 20t auf 22,5t und der geschätzte Anstieg
the various differences in the stiffness can tion is increased by the uniform installation der Oberbauelastizität.
also be seen along the path of the turnout. of additional under sleeper pads, the result- [5] DB Systemtechnik: BN 918145-01: Technische
Lieferbedingungen – Spannbetonschwellen mit elas-
The differences in the deformation curves ing bedding modulus of roughly 0.10 N/mm3 tischer Sohle – Elastische Schwellensohlen, (Jan.
are magnified. The lower the bedding modu- leads to an increase in deflection to 2004)
lus is, the more pronounced the differenc- 1.3 mm before and after the turnout. The [6] Eisenmann, J., Leykauf, G. und Mattner, L.: Vor-
schläge zur Erhöhung der Oberbauelastizität. ETR-Ei-
es are. In this regard, the amount of deflec- differences in vertical rail deflection can be senbahntechnische Rundschau 43 (1994). H. 7/8,
tion is lowest in the crossing frog due to the smoothed out by the installation of various S.491…494
higher level of rail stiffness and the large USP, in the event of identical initial levels. [7] Müller-Boruttau, F., Kleinert, U.: Betonschwellen mit
elastischer Sohle, ETR 50 (2001). H3 S. 90-98.
surface area of the sleepers, whereas im- This allows for a more homogenous pattern
[8] Leykauf, G., Stahl, W.: Untersuchungen und Er-
mediately after the last long sleeper. of deflection to be achieved (using different fahrungen mit besohlten Schwellen. EI Der Eisen-
USP types). The turnout is smoothed in its bahningenieur (55) 6/2004, S. 8-16.
By optimizing the arrangement of USP with function as a load-bearing element. [9] Schilder, R.: USP Under Sleeper Pads –
Schwellenbesohlungen – Ein Bericht über bisherige
varying degrees of stiffness, these differ- Erfahrungen, ÖVG Salzburg Congress, Band 65,
ences can be smoothed out. Fig. 6 shows a Fig. 7 shows the reduction of rail seat forc- Sept. 2004
38 RTR 2/2009