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Monitoring of Transition Zones in Railways
Monitoring of Transition Zones in Railways
Paul Hlscher (Deltares, NL) Bruno Coelho (Delft University of Technology, NL)
Overview
(Paul) 1) Importance of the project 2) Information on the full project 3) Preparation of the tests 4) Overview of the tests (Bruno) 5) Results 6) Conclusions
24-09-2008
1) Societal importance
Passengers trains
more trains per track (each 10 minutes a train) higher axle loads (double stock 180 kN -> 225 kN) higher speed passenger trains (140 km/h -> 200 km/h)
Freight trains
more trains per track (Betuwe route: planned increase to 10 trains per hour) higher axle loads (double stock 225 kN -> 250 kN) higher speed passenger trains (80 km/h -> 120 km/h)
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Influence of subsoil on the processes Dynamic and cyclic behavior of embankment Existing and new transitions Which parameters determine the behavior Which parameters determine the life span of transitions Can these be measured reliably Reliable calculation model Development of draft guidelines design, delivery and maintenance
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Structure
1. 2. 3. 4.
Inventory, state of the art, experience Field tests Modeling and validation Practical implementation
1 | 2 | 3 PhD TUDelft | 4
Delft Cluster
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8
height difference stiffness jump loose-lying sleepers
Switch 447 (1 : 34.7; 140/110 km/h) at km 28.65 Culvert at km 28.77 (piled foundation/approach slabs)
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10
Field survey
Cpts along the track Vspts in the track Radar measurements Holes for position approach slab
11
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12
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Field survey
13
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Preliminary prospection
15
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Preliminary prospection
16
Distance [m] -20 0 -0.2 -0.4 -0.6 Depth [m] -0.8 -1 -1.2 -1.4 -1.6 -1.8 Ballast Approach slab -16 -12 -8 -4 0 4 8 12 16 20
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Location measurement
17
distance to edge culvert [m]
0 0
depth from top rails [m]
6
situation culvert at km 28.773 based on boring
1 2 3 4
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bottom ballast tov BS [m] depth top approachslab tov BS [m] original constructed topside plate now measured bottomside plate now measured
18
Levelling
5.0 0.0 -5.0 Levelling [mm] -10.0 -15.0 -20.0 -25.0 -30.0 -35.0 -40.0 0 10 20 30 Sleeper 40 50 60 10-Jun-08 08-Jul-08 09-Jul-08 31-Jul-08 19-aug-08
Maintenance performed
19
Levelling
10.0 10-Jun-08 8.0 08-Jul-08 09-Jul-08 Levelling [mm] 6.0 31-Jul-08 19-aug-08 4.0
Maintenance performed
2.0
0.0
-2.0 0 10 20 30 Sleeper 40 50 60
20
train
inclino 7 perpendicular 08-07-08
0 -2 -4
Depth [m]
-6 -8 -10 -12 -14 -16 0.00 mininimum measurement 8-Jul maximum 0.50 1.00 1.50 2.00 2.50
-1.00
-0.50
measurement [mm]
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train
inclino 7 perpendicular 06-08-08
0 -2 -4
Depth [m]
-6 -8 -10 -12 -14 -16 0.00 measurement 8-Jul measurement 6-Aug mininimum maximum 0.50 1.00 1.50 2.00 2.50
-1.00
-0.50
measurement [mm]
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train
Depth [m]
-6 -8 measurement 8-Jul -10 -12 -14 -16 0.00 measurement 6-Aug measurement 3-Sep mininimum maximum 0.50 1.00 1.50 2.00 2.50
-1.00
-0.50
measurement [mm]
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6 4 2 0 -2 -4 -6 2 3 4 5 6 Time [s] 7 8 9 10
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6 4 Displacement [mm]
Displacement [mm]
2 0 -2 -4 -6 2 3 4 5 6 Time [s] 7 8 9 10
6 Time [s]
10
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6 4 Displacement [mm]
Displacement [mm]
2 0 -2 -4 -6 2 3 4 5 6 Time [s] 7 8 9 10
6 Time [s]
10
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1 m depth 3 m depth
0.8 0.6 Displacement [mm] 0.4 0.2 0.0 -0.2 -0.4 -0.6 -0.8 2 4 6 Time [s] 8 10
Displacement [mm]
0.8 0.6 0.4 0.2 0.0 -0.2 -0.4 -0.6 -0.8 2 4 6 Time [s] 8 10
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6) Conclusions
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The ballast tickness on the transition zone is about 1 m There is a big degradation of the track between maintenance operations The sleeper displacement above the approach slab is about 6 times bigger due to the fact that they are hanging Theres not a significant displacement attenuation with depth during train passage Field tests give essential information for the problem modelling
24-09-2008