Download - Esveld presentation Madrid intro HSL
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HIGH SPEED RAILWAYS IN THE WORLD IN 2011
HIGH SPEED RAILWAYS IN THE WORLD IN 2011
Coenraad Esveld Coenraad Esveld Emeritus Professor of Railway Engineering TU Delft
Director of Esveld Consulting Services BV Emeritus Professor of Railway Engineering TU Delft
Director of Esveld Consulting Services BV
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CONTENTS OF PRESENTATION CONTENTS OF PRESENTATION
History of High-Speed Rail; Essentials of HSL; Track structure solutions; Overview of HSL world wide; Short wave irregularities.
History of High-Speed Rail; Essentials of HSL; Track structure solutions; Overview of HSL world wide; Short wave irregularities.
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HISTORY OF HIGH-SPEED TRACK HISTORY OF HIGH-SPEED TRACK
Japan opened first HSL in ballasted track in the 1960’s; Daily maintenance was enormous; In the late 1990’s, still some 5,000 men were employed each night to restore the tracks for the next day’s operation; To reduce the enormous amount of maintenance, the Japanese developed their prefabricated slab track system which was first applied on the second Shinkansen line in 1972; This J-Slab is still their standard slab track system and was recently applied on Taiwan High Speed Line.
Japan opened first HSL in ballasted track in the 1960’s; Daily maintenance was enormous; In the late 1990’s, still some 5,000 men were employed each night to restore the tracks for the next day’s operation; To reduce the enormous amount of maintenance, the Japanese developed their prefabricated slab track system which was first applied on the second Shinkansen line in 1972; This J-Slab is still their standard slab track system and was recently applied on Taiwan High Speed Line.
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SHINKANSEN TRACK TAIWAN SHINKANSEN TRACK TAIWAN Route length 336 km Route length 336 km
Principal J-Slab dimensions: • Length: 4.20, 4.30, 4.40, 4.80 and 4.90 m • Width: 2.20 m • Thickness: 0.19 m
Principal J-Slab dimensions: • Length: 4.20, 4.30, 4.40, 4.80 and 4.90 m • Width: 2.20 m • Thickness: 0.19 m
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CA Mortar CA Mortar
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HISTORY OF HIGH-SPEED TRACK HISTORY OF HIGH-SPEED TRACK
The French followed Japan in the late 1960’s early 1970’s; It was Mr. Serge Montagné who worked as trainee in Japan, early 1970’s under Dr. Watenabe and Dr. Sato; The French designed their tracks entirely in traditional ballasted track; This design has been adopted by many others, amongst others Korean High Speed Line.
The French followed Japan in the late 1960’s early 1970’s; It was Mr. Serge Montagné who worked as trainee in Japan, early 1970’s under Dr. Watenabe and Dr. Sato; The French designed their tracks entirely in traditional ballasted track; This design has been adopted by many others, amongst others Korean High Speed Line.
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KTX TRACK WITH MONOBLOCK SLEEPERS KTX TRACK WITH MONOBLOCK SLEEPERS
Seoul – Pusan 412 km double track Seoul – Pusan 412 km double track
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NABLA SNCF NABLA SNCF
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KTX ELEVATED TRACK KTX ELEVATED TRACK
Seoul – Pusan 412 km double track Seoul – Pusan 412 km double track
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HISTORY OF HIGH-SPEED TRACK HISTORY OF HIGH-SPEED TRACK
In Germany the so-called Rheda system was developed, finally resulting in the Rheda 2000 system; More or less standard for Europe, but also applied outside Europe. This system was also applied in The Netherlands.
In Germany the so-called Rheda system was developed, finally resulting in the Rheda 2000 system; More or less standard for Europe, but also applied outside Europe. This system was also applied in The Netherlands.
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RHEDA CLASSIC RHEDA CLASSIC
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RHEDA 2000 SLAB TRACK RHEDA 2000 SLAB TRACK
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HISTORY OF HIGH-SPEED TRACK HISTORY OF HIGH-SPEED TRACK
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TRANSRAPID SHANGHAI TRANSRAPID SHANGHAI
Operating speed 430 km/h, route length 30 km
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Characteristic TRANSRAPID ICE 3 TGV-A
Speed max. 500 km/h 330 km/h 300 km/h
Mass / seat 0.6 t 1.1 t 1.0 t
Acceleration time 0-200 km/h 82 s 150 s 170 s
0-300 km/h 120 s 335 s 345 s
0-400 km/h 165 s
0-500 km/h 225 s
Acceleration distance 0-200 km/h 2,200 m 5,000 m
0-300 km/h 4,900 m 18,900 m 18,500 m
0-400 km/h 9,300 m
0-500 km/h 17,000 m
Characteristic TRANSRAPID ICE 3 TGV-A
Speed max. 500 km/h 330 km/h 300 km/h
Mass / seat 0.6 t 1.1 t 1.0 t
Acceleration time 0-200 km/h 82 s 150 s 170 s
0-300 km/h 120 s 335 s 345 s
0-400 km/h 165 s
0-500 km/h 225 s
Acceleration distance 0-200 km/h 2,200 m 5,000 m
0-300 km/h 4,900 m 18,900 m 18,500 m
0-400 km/h 9,300 m
0-500 km/h 17,000 m
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Country In operation Under construction Total Country [km]
China 4,326 6,696 10,025
Spain 1,525 2,219 3,744
Japan 1,906 590 2,496
France 1,872 234 2,106
Germany 1,032 378 1,410
Italy 923 92 1,015
Turkey 235 510 745
South Korea 330 82 412
Taiwan 345 0 345
Belgium 209 0 209
The Netherlands 120 0 120
United Kingdom 113 0 113
Switzerland 35 72 107
HIGH-SPEED LINES V > 250 KM/H, BASED ON UIC FIGURES
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ESSENTIALS OF HIGH-SPEED SYSTEMS ESSENTIALS OF HIGH-SPEED SYSTEMS Vehicle track interaction to be considered as one dynamic system; Low unsprung mass; Strong limitations in geometrical deviation of wheel and rail; Low conicity; Critical train speed; Switch design with emphasis on dynamics, safety and availability; Pressure waves in tunnels; Furthermore: aerodynamics, noise and vibration, dynamics of the catenery, power supply, signalling; RAMS is a key factor!
Vehicle track interaction to be considered as one dynamic system; Low unsprung mass; Strong limitations in geometrical deviation of wheel and rail; Low conicity; Critical train speed; Switch design with emphasis on dynamics, safety and availability; Pressure waves in tunnels; Furthermore: aerodynamics, noise and vibration, dynamics of the catenery, power supply, signalling; RAMS is a key factor!
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UNSPRUNG MASS UNSPRUNG MASS
For the sum of the quasi-static and low frequency Q-force a standard of 170 kN is applied; For the sum of the quasi-static and low frequency Q-force a standard of 170 kN is applied;
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EQUIVALENT CONICITY EQUIVALENT CONICITY
For a stable running performance of high-speed trains the equivalent conicity is a prime factor; SNCF starts with a very low conicity of 0.025, increases till approximately 0.10, with exceptional values of 0.13; DB starts much higher in the order of 0.10, associated with the philosophy of worn wheel profiles. Maximum value 0.15.
For a stable running performance of high-speed trains the equivalent conicity is a prime factor; SNCF starts with a very low conicity of 0.025, increases till approximately 0.10, with exceptional values of 0.13; DB starts much higher in the order of 0.10, associated with the philosophy of worn wheel profiles. Maximum value 0.15.
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TRACK LOADSTRACK LOADS • Wavelength λ• Frequency f• Wavelength λ• Frequency f
λ =vf
λ =vf
λ[m]λ[m]Wav
eleng
th
Wav
eleng
th
Rollin
g de
fect
s
Rollin
g de
fect
s
Balla
st
and
Form
ation
Balla
st
and
Form
ation
Welds
Welds
Hertzian spring
Hertzian springW
heels
Wheels
BogieBogie
Sprung mass
Sprung mass
1000-100 Hz
1000-100 Hz
100-20 Hz
100-20 Hz
20-5 Hz
20-5 Hz
5-0.7 Hz
5-0.7 Hz
0.30.3 33 1010 120
120
ForcesForces Passenger comfortPassenger comfort
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SHORT-WAVE IRREGULARITIES SHORT-WAVE IRREGULARITIES Sort-wave irregularities most aggressive and essential to limit; Most important to limit to 1 : 1000 to reduce impact force; Sort-wave irregularities most aggressive and essential to limit; Most important to limit to 1 : 1000 to reduce impact force;
Inclination: High-Speed < 1.0 mrad
2dynF = C v Inclination* *
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ANALYSES FOR HIGH-SPEED TRACK ANALYSES FOR HIGH-SPEED TRACK Longitudinal forces, especially at long bridges; Static design; Dynamics:
Wave propagation in soft soils; Long wave vehicle track interaction; Short wave wheel rail interaction;
Longitudinal forces, especially at long bridges; Static design; Dynamics:
Wave propagation in soft soils; Long wave vehicle track interaction; Short wave wheel rail interaction;
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CRITICAL TRAIN SPEED CRITICAL TRAIN SPEED
On soft soils propagation of Rayleigh waves is a major issue On soft soils propagation of Rayleigh waves is a major issue
ρGCC TR =≈ρGCC TR =≈
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MEASUREMENTS IN ENGLAND ON SOFT SOILS MEASUREMENTS IN ENGLAND ON SOFT SOILS
-14 -14
-13 -13
-12 -12
-11 -11
-10 -10
-9 -9
-8 -8
-7 -7
-6 -6
-5 -5
120 120 150 150 180 180 210 210 240 240
Running speed [km/h] Running speed [km/h]
Vert
ical
dis
plac
emen
t [m
m]
Vert
ical
dis
plac
emen
t [m
m]
High speed train High speed train IC train IC train
Critical train speed Critical train speed
225 225
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TRACK TOLERANCES
TRACK TOLERANCES
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BALLASTLESS TRACK BALLASTLESS TRACK
Reduced height; No flying ballast particles; High lateral resistance; Low maintenance, hence higher availability; Increased service life.
Reduced height; No flying ballast particles; High lateral resistance; Low maintenance, hence higher availability; Increased service life.
Pro Pro
Contra Contra
Investment costs. Investment costs.
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RH
EDA
200
0 SL
AB
TR
AC
K
RH
EDA
200
0 SL
AB
TR
AC
K
Pad stiffness < 35 kN/mm Pad stiffness < 35 kN/mm
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BÖGEL PREFAB SLAB TRACK BÖGEL PREFAB SLAB TRACK
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BÖ
GEL
PR
EFA
B S
LAB
B
ÖG
EL P
REF
AB
SLA
B
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SLAB TRACK DESIGN SLAB TRACK DESIGN GERMAN SCHOOL
Slab: reinforcement just in neutral axis for crack control Foundation: high quality Ev2= 120 N/mm2
GERMAN SCHOOL Slab: reinforcement just in neutral axis for crack control Foundation: high quality Ev2= 120 N/mm2
Rheda 2000: Optimal on engineering structures, not on subgrade Rheda 2000: Optimal on engineering structures, not on subgrade
ON SUBGRADE Slab: bending reinforcement (total ~ 1.5 % for B35) Foundation: medium quality Ev2= 40 - 60 N/mm2
ON SUBGRADE Slab: bending reinforcement (total ~ 1.5 % for B35) Foundation: medium quality Ev2= 40 - 60 N/mm2
Ph.D. study TU Delft Test track Best Ph.D. study TU Delft Test track Best
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SLAB WITH BENDING STIFFNESS SLAB WITH BENDING STIFFNESS
German Ev2 = 120 N/mm2 German Ev2 = 120 N/mm2
Reinforcement percentage: 1.5 %Reinforcement percentage: 1.5 %
Ev2 = 30 N/mm2Ev2 = 30 N/mm2
0.0480.048
0.050.05
0.0520.052
0.0540.054
2525 3535 4545 5555
H Slab [cm]H Slab [cm]
C fo
unda
tion
[N/m
mC
foun
datio
n [N
/mm
33 ]]
Poor qualityPoor quality
0.0480.048
0.050.05
0.0520.052
0.0540.054
2525 3535 4545 5555
H Slab [cm]H Slab [cm]
C fo
unda
tion
[N/m
mC
foun
datio
n [N
/mm
33 ]]
Poor qualityPoor quality
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EXISTING WELD GEOMETRY STANDARDS EXISTING WELD GEOMETRY STANDARDS
Normally Versine: 0 < p < 0.3 mm Normally Versine: 0 < p < 0.3 mm
p < 0.3 mm/1 m p < 0.3 mm/1 m
Grind off top Grind off top
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RC
E-B
ASE
D A
SSES
SMEN
T O
F W
ELD
GEO
MET
RY
FOR
CE-
BA
SED
ASS
ESSM
ENT
OF
WEL
D G
EOM
ETR
Y
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FORCE-RELATED WELD STANDARDS FORCE-RELATED WELD STANDARDS
Inclination: High-Speed < 1.0 mrad Conventional < 1.8 mrad
Dynamic contact force is function of inclination: Dynamic contact force is function of inclination: 2
dynF = Constant v Inclination* *
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QUALITY INDEX QUALITY INDEX
max
norm
InclinationQI = 1 OKInclination
≤ ⇒
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FORCE-BASED WELD GEOMETRY STANDARDS FORCE-BASED WELD GEOMETRY STANDARDS Speed Inclination
40 km/h 3.2 mrad
60 km/h 2.8 mrad
80 km/h 2.4 mrad
100 km/h 2.2 mrad
120 km/h 2.0 mrad
140 km/h 1.8 mrad
160 km/h 1.6 mrad
180 km/h 1.4 mrad
200 km/h 1.3 mrad
250 km/h 1.1 mrad
300 km/h 1.0 mrad
QI=1 QI=1
Applied by ProRail The Netherlands
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NEW STANDARDS VERTICAL NEW STANDARDS VERTICAL
Advantages of new standards:
1. Also negative welds allowed;
2. Maximum versines at 140 km/h 2 times larger;
3. Speed dependent.
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DYNAMIC CONTACT FORCE DYNAMIC CONTACT FORCE
9 % correlation 91 % correlation
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PRACTICAL IMPLEMENTATION PRACTICAL IMPLEMENTATION
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EXPECTED COST SAVINGS EXPECTED COST SAVINGS Due to impact load reduction at welds:
10 – 20 % of annual maintenance budget;
ProRail budget in The Netherlands: ~ € 250 mio for 4,500 single track;
Savings: € 25 – 50 mio total, or € 5 – 10,000 per km single track.
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WHEEL/RAIL CONTACT WHEEL/RAIL CONTACT
Headchecks and squats are major problems in Holland; Main remedy is early grinding; Special anti headcheck profiles.
Headchecks and squats are major problems in Holland; Main remedy is early grinding; Special anti headcheck profiles.
ROLLING CONTACT FATIGUE
CONFORMITY OF PROFILES Equivalent conicity 0.025 - 0.15. Equivalent conicity 0.025 - 0.15.
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HEADCHECKS HEADCHECKS
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WHEEL/RAIL CONTACT AREA WHEEL/RAIL CONTACT AREA
Theoretical profiles
In service, headcheck free Source: Rolf Dollevoet, ProRail
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ANTI HEADCHECK PROFILE DOLLEVOET ANTI HEADCHECK PROFILE DOLLEVOET
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SQUATS SQUATS
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CONCLUSIONS CONCLUSIONS Both ballasted and non-ballasted track structures are suitable for HST; Availability and minimum life cycle cost are increasingly important; therefore trend towards slab track; Slab tracks are still far from optimal; Dynamics plays a crucial role in track design: - tight standards for running surface and - sufficient resilience in the track components; Wheel – rail interface should be well designed and maintained; Quality is a key factor in both construction and maintenance.
Both ballasted and non-ballasted track structures are suitable for HST; Availability and minimum life cycle cost are increasingly important; therefore trend towards slab track; Slab tracks are still far from optimal; Dynamics plays a crucial role in track design: - tight standards for running surface and - sufficient resilience in the track components; Wheel – rail interface should be well designed and maintained; Quality is a key factor in both construction and maintenance.