The Comprehensive Manual of Track Maintenance VOLUME 1 E-Book

Bernhard Lichtberger

• Herausgeber: tredition
• Kategorie: Wissenschaft und neue Technologien
• Sprache: Englisch
• Veröffentlichungsjahr: 2023

Seitenzahl: 768

Beschreibung

As a standard reference work, The Comprehensive Manual of Track Maintenance Volume 1 describes all aspects of track maintenance in theory and practice in a clear and concise form. It reflects the current status of maintenance methods, supplemented by an outlook on foreseeable and ongoing technical developments. The Comprehensive Manual of Track Maintenance is published in two volumes. This 1st volume comprises the following chapters: •History of the mechanization of track construction •The track from a systemic perspective •New construction and conversion of ballasted track and slab track •Loading of the track - wheel-rail interaction •Supervision and monitoring •Rail defects and rail treatment methods •Track geometry correction - Tamping

Leseprobe

Bernhard Lichtberger

The Comprehensive Manual of Track Maintenance

Bernhard Lichtberger

The Comprehensive Manual of Track Maintenance

History of mechanical track maintenance The track system ∙ New construction and renewal of tracks Loading ∙ Surveillance and monitoring Rail machining The elimination of rail defects Tamping

Volume 1

IMPRINT

Author: Univ.-Doz. Dr. techn. Bernhard Lichtberger,

Landstrasser Hauptstrasse 64/3, 1030 Vienna, Austria

[email protected]

Bibliographic information of the German National Library:

The German National Library lists this publication in the German National Bibliography: detailed bibliographic data are available on the Internet at http://dnb.d-nb.de.

ISBN: 978-3-384-04755-7

E-Book-ISBN: 978-3-384-04756-4

This work is protected by copyright.

All rights, including those of translation, reprinting and reproduction of the book, or parts thereof, are reserved. No part of this work may be reproduced in any form (photocopy, microfilm, digital or any other process), not even for the purpose of teaching, or processed, duplicated or distributed using electronic systems without the written permission of System7 railtechnology GmbH.

© 2024 Bernhard Lichtberger

Internet: https://www.s7-rail.com

Layout and typesetting: Matthias Reihs, Reihs Satzstudio, Lohmar, Germany

Cover: Marlene Posch, Vienna, Austria

Translation: Jan Riedberg, Vienna, Austria

Printing and distribution on behalf of System7 railtechnology GmbH:

tredition Verlag GmbH, Halenreihe 40–44, 22359 Hamburg, Germany

Table of Contents

Cover

Titlepage

Copyright

Preamble

1 History of mechanical track maintenance

1.1 Industrial revolutions and their impact on the development of track maintenance machinery technology

1.2 Manual track work

1.2.1 Manual track work today

1.3 History of the mechanisation of track work

1.4 Periods of mechanisation of track maintenance

1900 until 1965

1965 until 1970

1970 until 1990

1990 until ongoing

1.5 Historical cost reduction of track maintenance

Bibliography

2 The track system and its maintenance

2.1 The systemic view

2.2 Systemic view and track maintenance methods

2.2.1 Fundamental track principles

2.3 The perpetual cycle of track maintenance

2.3.1 New construction/renewal

2.3.2 Operating phase

2.3.3 Monitoring phase

2.3.4 Track surveying work

2.3.5 Track maintenance phase

2.3.5.1 Rail surface defects

2.3.5.2 Rail fractures or deformations

2.3.5.3 Track geometry faults

2.3.5.4 Turnout maintenance

2.3.5.5 The settlement of the track and its stabilisation

2.3.5.6 Ballast wear

2.3.5.7 Vegetation control

2.3.5.8 Loss of ballast profile

2.3.5.9 Insufficient load-bearing capacity of the subsoil

2.3.5.10 Overhead line maintenance

2.3.6 Track renewal

2.3.7 Turnout replacement

2.3.8 Reconditioning /reuse of track materials

2.4 Track maintenance cycle

2.5 Service life of the track components

Bibliography

3 New construction and renewal of tracks

3.1 Basics

3.1.1 The tasks of the track

3.1.2 Relationship between track modulus, support point stiffness and track stiffness

3.1.2.1 The track modulus

3.1.3 Structure of ballast track

3.1.3.1 Ballast requirements

3.1.3.2 Bonding the ballast

3.1.4 The structure of slab track

3.1.5 Renewal of slab track due to compounding problems

3.1.5.1 Elimination of a settlement defect in slab track

3.1.6 Rise of the groundwater level

3.1.7 The Bögl design of pre-fabricated slabs

3.1.8 The Rheda 2000 slab track design

3.1.9 Functional comparison of ballast track with slab track

3.1.10 Cost comparison between ballast track and slab track

3.1.11 Ballast track for 400 km/h

3.1.12 Sustainability and ecological footprint: Ballast track vs. slab track

3.1.13 Choice of system: Ballast track or slab track

3.2 The new construction or laying of ballast tracks

3.2.1 Installing and consolidating the ballast bed before laying sleepers and rails

3.2.1.1 Conventional classical ballast placement and distribution on the formation

3.2.1.2 Ballast installation using a ballast strip finisher

3.2.2 Partially mechanised laying of the track/renewal – cyclic method

3.2.2.1 Manual single sleeper replacement

3.2.2.2 Single sleeper replacement with a simple machine

3.2.2.3 Installation/renewal with the aid of a road-rail excavator with a special gripper

3.2.2.4 Installation of track panels with the renewal machine set for turnouts and tracks UWG

3.2.2.5 Installation of sleepers using gantry cranes with integrated single sleeper laying equipment

3.2.2.6 Sleeper laying with gantry crane with integrated single sleeper laying device

3.2.2.7 Installation of track panels using track construction cranes

3.2.3 Rail transport/rail replacement procedures

3.2.3.1 Loading rails onto wagons in the factory

3.2.3.2 Transport of long rails

3.2.3.3 Standard flat wagons with mobile loading cranes

3.2.3.4 Rail unloading device combined with rail transport train

3.2.3.5 Rail Unloading System SAS [Vossloh]

3.2.3.6 Rail loading train REX-S [Robel]

3.2.3.7 Rail replacement assembly line system (Vossloh)

3.2.3.8 STS rail transport system (Vossloh)

3.2.3.9 Long rail unloading system using road-rail trailer EMD (Geismar)

3.2.3.10 Rail replacement using roller clamps and road-rail excavators

3.2.4 Reconditioning of old rails

3.2.5 Turnout installation/turnout replacement

3.2.5.1 Turnout transport

3.2.5.2 Installation and renewal of turnouts using track-laying cranes

3.2.5.3 DESEC tracklayer turnout installation machine (Kirov)

3.2.6 Fully mechanised new construction (track laying)/renewal – assembly line method

3.2.6.1 SMD-type track renewal trains – new construction and renewal using a single machine

3.2.6.2 Renewal trains type SUM

3.2.6.3 Track renewal train TCM60R

3.2.6.4 Track renewal train P95

3.2.6.5 Combination of renewal train and track cleaning

3.2.6.6 Track-laying machine for the new construction/laying of tracks

3.2.7 Fastening down of the track at neutral temperature

3.3 The slab track installation procedures

3.3.1 General construction parameters[29]

3.3.1.1 Hydraulically bonded bearing layer

3.3.2 Preliminary work before construction of the slab track

3.3.3 Construction of the frost protective layer

3.3.4 Installation of the HGT

3.3.5 New construction Bögl pre-fabricated slab system

3.3.6 Installation of the Rheda 2000 system

3.4 Results/implementation of new construction and renewal

Bibliography

4 The operating phase or the loading of the track

4.1 General

4.2 Basics

4.2.1 Freight trains

4.2.2 Effective forces of freight traffic

4.2.3 The freight wagon of the future

4.2.3.1 Development stage basic equipment

4.2.3.2 Development stage stationary activity

4.2.3.3 Development stage – Ep brake

4.2.3.4 Development stage – train integrity

4.2.3.5 Development stage – self-propulsion

4.2.4 High-speed trains

4.2.5 Forces exerted by high-speed traffic

4.2.5.1 Vertical force fluctuations due to polygonisation of the wheels

4.2.5.2 Vertical force fluctuations due to stiffness variations

4.2.6 Force effects when passing through turnouts

4.2.7 Wheel loads and permissible forces on track maintenance machines

4.3 Driving resistances

4.3.1 The maximum transmittable tractive force

4.3.2 The tractive force through drive power

4.3.3 Specific resistance forces

4.3.4 Basic formula for running resistance

4.3.4.1 The drag

4.3.5 Line resistance

4.3.5.1 Specific gradient resistance

4.3.5.2 Curve resistance according to Röckl

4.3.5.3 Tunnel resistance

4.3.5.4 Turnout resistance

4.3.6 Acceleration resistance of rotating masses

4.4 Braking capacity, braked weight percentage

4.5 Anti-slide and anti-slip protection

4.6 Axle loads and travelling speeds

4.6.1 Line categories

4.7 Driving safety and permissible track loads

4.7.1 Permissible vertical and lateral forces according to Group Standard GMRT2141

4.7.1.1 Maximum permissible vertical dynamic force according to Group Standards

4.7.1.2 Maximum permissible dynamic lateral force according to Group Standards

4.7.1.3 Vertical vehicle accelerations of the wagon body to be respected

4.7.1.4 Lateral accelerations of the vehicle body to be respected

4.8 The wheel-rail contact

4.8.1 Pairing of wheel profile and rail profile – running characteristics

4.8.2 The Hertzian surface pressure of the wheel-rail contact

4.8.3 Slippage

4.9 The vehicle and its dynamics

4.9.1 Types of vehicle vibration

4.10 The dynamic wheel force

4.10.1 Wheel force displacement in curves due to cant

4.10.2 Dynamic wheel force limited by the steel quality

4.10.3 Dynamic wheel force due to short-wave track geometry faults

4.10.4 Dynamic wheel force influence due to track stiffness

4.10.5 Dynamic wheel force due to jointed track or welding

4.10.6 Dynamic wheel force in hollow joints and mud joints

4.10.7 Dynamic wheel forces caused by flat spots

4.10.8 Dynamic wheel force due to polygonisation of the wheels

4.11 Track access pricing systems

4.11.1 Track access pricing system in Switzerland

4.11.2 Track access pricing system in Germany

4.11.3 Track access pricing system in Austria

4.11.4 Track access pricing system in France

4.11.5 Comparison of European track access charging systems

4.12 Interoperability of rail transport

4.13 Rail transport worldwide

4.14 Impact of Covid-19 on rail transport

4.15 Modal split Europe

Bibliography

5 Surveillance and monitoring of the track

5.1 Basic principles

5.1.1 Limit values and tolerances

5.1.2 Optimum inspection intervals

5.1.3 International trends in track monitoring

5.1.3.1 Attention to spot instabilities and short-wave faults

5.1.3.2 Georadar

5.1.3.3 Electrical resistance profile measurement

5.1.3.4 Seismic ground exploration

5.1.3.5 Gravity field measurements

5.1.3.6 Newer ultrasound methods for rail defect detection

5.1.3.7 Eddy current measurement

5.1.3.8 Alternating current field measurements

5.1.3.9 Magnetic flux leakage measurements

5.1.3.10 Measurement of rail surfaces using scanners

5.1.4 Requirements for the measuring accuracy of track recording cars and acceptance measurement systems of track maintenance machines

5.1.4.1 Uncertainty of measuring systems

5.1.5 Track geometry parameters

5.1.6 Filtering and evaluation

5.1.6.1 Offline evaluation

5.1.6.2 Online evaluation

5.1.6.3 Calculation of Butterworth bandpass IIR filters

5.1.7 Z transformation and transfer function

5.1.8 Fourier transformation

5.1.9 Power spectrum density

5.1.10 Wavelets

5.1.11 Kalman filter and application

5.1.12 Geometric assessment methods

5.1.12.1 Standard deviation

5.1.12.2 Logarithmic normal distribution

5.1.12.3 Box plot representation

5.1.12.4 Track Quality Indices TQI

5.1.13 Dynamic vehicle assessment methods

5.1.13.1 MDZA number

5.1.13.2 WGB method

5.1.13.3 VRA method

5.1.13.4 TGA method

5.2 The processes/methods of track geometry measurement

5.2.1 Chord measurement

5.2.1.1 Transfer function of the chord measurement

5.2.1.2 Recalculation of chord measurements into original faults

5.2.1.3 Recalculation of chord measurements with the help of the factor process according to Lichtberger

5.2.1.4 The transfer function of the factor process

5.2.2 Track geometry measurement using inertial measurement systems

5.2.2.1 Inertial navigation measuring system on track maintenance machines

5.2.2.2 Inertial measurement systems on trains

5.2.3 Track rigidity measurement of the ballast bed

5.2.4 Measurement of the ballast bed hardness using a fully hydraulic tamping unit

5.2.5 Rolling Stiffness Measuring Vehicle RSMV

5.2.6 Stiffness measurement on trains

5.2.7 Dynamic probing

5.2.8 Cone Penetration Test/Panda

5.2.9 Falling Weight Deflectometer

5.2.10 Light Weight Deflectometer

5.3 Measuring devices on vehicles, trains

5.3.1 Vehicle-based frog wear measurement

5.3.2 Monitoring with a smartphone app

5.3.3 Inertial navigation systems on axle bearings

5.3.4 Track recording cars or measuring systems on local trains?

5.3.5 Stationary measurements in the track

5.3.5.1 ARGOS measuring stations

5.3.5.2 Intelligent sleepers

5.3.5.3 Turnout surveillance

5.3.5.4 Wheel profile and driving stability measurements in the track

5.3.5.5 LASCA laser scale for measuring wheel loads and non-circular wheels

5.3.5.6 Measurement of support point forces

5.3.5.7 Stationary surveillance of embankment slides and track settlements

5.3.5.8 Magnetic field measurements

5.3.5.9 Fibre optic sensor systems

5.3.5.10 Train profile measurement [Fraunhofer IPM)

5.3.5.11 Stationary measurement of track components

5.3.6 Manual measurements and inspection

5.3.6.1 The track inspection

5.3.6.2 Turnout measurement

5.4 Track surveying to calculate correction values for maintenance machines

5.4.1 GNSS measurements

5.4.2 The DB_REF reference system of Deutsche Bahn AG

5.4.3 Fixed point surveying

5.4.4 Long chord recording

5.4.4.1 Machine recording of long chords

5.4.4.2 Real Time Kinematic GNSS with inertial navigation system for the detection of absolute track geometries

5.4.4.3 Manual surveying with levelling and versine measuring device

5.4.4.4 Manual recording of long chords using tachymeters

5.5 Electronic track recording cars and sensor systems

5.5.1 Multifunction recording car

5.5.2 Overhead line measurement

5.5.2.1 Measurement of contact wire wear

5.5.2.2 Mast detection

5.5.2.3 Optical surveillance of the overhead line condition

5.5.2.4 Contact force measurement of the overhead line

5.5.3 Rail measuring technology installed on track recording cars

5.5.3.1 Ultrasonic measuring technology on electronic recording cars

5.5.3.2 Eddy current measurement

5.5.3.3 Rail cross-section measurement

5.5.3.4 Rail corrugation measurement

5.5.4 LIMEZ III clearance gauge measuring train

5.5.5 Track measuring vehicle Railab

5.5.6 Track measuring using LiDAR drone technology

5.5.7 Mobile mapping systems

5.5.8 Noise monitoring – railway acoustics measurements

5.5.9 Vegetation measurement

5.5.10 Measurement of the dynamic resistance to lateral displacement

5.6 Manual mobile measuring devices

5.6.1 Mobile ultrasonic rail testing device

5.6.2 Mobile eddy current tester

5.6.3 Mobile corrugation measuring device

5.6.4 Mobile rail profile measuring device PMS 3

5.6.5 Manual mobile turnout measuring device

5.6.6 Manual mobile track geometry measuring trolley

5.6.7 Manual mobile scanner with inertial measuring unit

5.6.8 Non-destructive neutral temperature measuring

5.6.8.1 Measurement of the track oscillation behaviour

5.6.8.2 Measurements of the resistance to lateral displacement of the unloaded single sleeper

5.6.8.3 Measurements of the resistance to lateral displacement using a track tamping machine

Bibliography

6 The elimination of rail defects

6.1 Rail technology and properties

6.2 Rail production

6.3 Rail materials

6.4 Production lengths – embossed marks

6.5 Rail types

6.6 Rail defects

6.6.1 Rolling contact fatigue

6.6.2 The UIC rail defects catalogue

6.6.3 Head checks

6.6.4 Belgrospis

6.6.5 Squats

6.6.6 Kidney-shaped fatigue cracks and shelling

6.6.7 “Brown” spots

6.6.8 Wheel burns

6.6.9 Short-pitch corrugations

6.6.10 Slip waves

6.6.11 Insulated joints

6.6.12 Rail breakage

6.6.13 The magic wear rate

6.6.14 Suitability of rail treatment methods

6.6.15 Continuous welded track

6.6.15.1 Track stability criterion according to Prud’homme

6.6.15.2 Manufacture of continuous welded track

6.6.15.3 White rails against track buckling

6.6.15.4 Welding repair

6.6.16 Jointed track

6.7 Equipment and machines for rail welding

6.7.1 Thermit® welding

6.7.2 Flash-butt welding

6.7.3 Gas pressure welding

6.7.4 Arc welding processes

6.7.4.1 Rail build-up welding

6.8 Rail grinding

6.8.1 Grinding strategies

6.8.2 Influence of grinding stones

6.8.3 Noise generation after grinding

6.8.4 Grinding new rails

6.8.5 Acoustic grinding

6.8.6 Preventive grinding

6.8.7 Cyclic grinding

6.8.8 Symptom-dependent grinding

6.8.9 Corrective grinding

6.8.10 Grinding welds

6.8.11 Reprofiling – profile grinding

6.8.12 Vertical rail wear

6.9 Grinding machines

6.9.1 Machines with rotating grinding discs

6.9.2 Machines with oscillating grinding stones

6.9.3 Rubbing block grinding

6.9.4 High-speed grinding

6.9.5 Hand-held grinders

6.10 Milling machines

6.11 Grinding or milling

6.12 Rotary planing machine

6.13 Planing machine

6.14 Rail replacement, rail transport, track renewal

6.15 Turnout repair

6.16 Track gauge correction

6.17 Sleeper/rail fastening rehabilitation

6.18 Drilling rails

6.19 Cutting rails

6.20 Rail straightening

Bibliography

7 Elimination of track geometry faults

7.1 Why is tamping required?

7.2 What are track geometry faults?

7.2.1 Faults in locations with great differences in rigidity

7.3 Methods of track geometry correction

7.3.1 Marked tracks

7.3.2 RTK-GNSS marked tracks

7.3.3 Three-point method

7.3.4 Transfer function of the three-point method

7.3.5 Two-chord method according to Schubert using symmetrical chords

7.3.6 Two-chord method according to Schubert using asymmetrical chords

7.3.7 Four-point compensation method

7.3.8 Transfer function of the four-point compensation method

7.3.9 Angle comparison method

7.3.10 Secant method

7.3.11 Modern compensation methods

7.3.12 Track geometry improvement by tamping

7.4 Control and regulatory systems for track geometry correction

7.4.1 Mechanical steel chord systems

7.4.2 Cant control

7.4.3 Optical measuring systems

7.4.3.1 System7 combined optical three-point method

7.4.3.2 Matisa optical measuring system NEMO

7.4.4 Laser guidance

7.4.5 Optical sighting method by radio

7.4.6 Manual measurement and manual input at front trolley

7.4.7 Guiding using a total station

7.4.8 Palas

7.5 Track geometry guidance computer

7.5.1 Layout plans

7.5.2 Terms and definitions of track and building/construction surveys

7.5.3 Representation of the track geometry

7.5.4 Track geometry guidance computer CEO++

7.5.5 Track geometry optimisation using the CEO++

7.5.6 CATT Track geometry guidance computer

7.5.7 Track geometry guidance computer WINALC/SmartALC

7.5.8 Track geometry optimisation – moment method according to Schubert

7.6 Admissible stresses of the track by tamping

7.6.1 Lifting and lining forces

7.6.2 Lifting forces acting in turnouts

7.6.3 Maximum wheel load

7.7 Simulation of the tamping process

7.7.1 Stress acting on the ballast due to tamping

7.8 Compactability of track ballast

7.8.1 Ballast contacts with sleeper-underside

7.9 Tamping of the track

7.9.1 Durability of the track geometry – memory of the track

7.9.2 Tamping, tamping principle and tamping parameters

7.9.2.1 Tamping depth

7.9.3 Tamping frequency

7.9.4 Squeezing speed

7.9.5 Lowering speed of the tamping units

7.9.6 Consolidation amplitude

7.9.7 Consolidation time

7.9.8 Squeezing force

7.9.9 Transmission of energy during tamping

7.9.10 Multiple tamping

7.9.11 Synchronous tamping

7.9.12 Asynchronous tamping

7.9.13 Tamping units with eccentric shaft drive

7.9.13.1 Rotational vibration

7.9.13.2 Elliptical vibration

7.9.13.3 Linear vibration

7.9.13.4 Tamping unit with fully hydraulic vibration without eccentric shaft

7.9.14 The fully hydraulic tamping unit as a measuring instrument

7.9.15 System7’s automatic tamping

7.9.16 Determination of the ballast bed properties by tamping

7.9.16.1 Consolidation force

7.9.16.2 Ballast bed rigidity

7.9.16.3 Ballast bed damping

7.9.16.4 Standardised consolidation energy

7.9.16.5 INFrame web platform

7.9.16.6 Ballast bed report

7.9.17 Influence of tamping on lateral and longitudinal resistance to displacement

7.10 The machine technology

7.10.1 Tamping cycle and working speed

7.10.2 Problematic modes of operation

7.10.3 Cyclic-action machines

7.10.4 Continuous-action tamping machines

7.10.5 Special designs of tamping machines

7.11 Turnout maintenance

7.11.1 Problem areas in turnouts

7.12 Elimination of individual defects

7.12.1 Classification of individual defects

7.12.2 Mechanical correction of individual defects

7.13 Maintenance tamping

7.13.1 Exit ramps

7.14 Tamping subsequent to the laying of new track or track renewal

7.14.1 Admissible maximum speeds after the 2nd stabilisation

7.15 Tamping combined with grinding

7.16 Add-on tamping units

7.17 Mobile lifting and lining unit

7.18 Manual tamping/power tampers

7.19 Stoneblower

7.20 Dynamic side tamping machine

7.21 Level correction by shimming

7.22 Acceptance recording systems

7.22.1 Inspection of the acceptance systems

7.22.2 Acceptance systems with inertial navigation measurement systems

7.22.3 Multi-channel recorder with paper records

7.22.4 Digital signature and data encryption

7.22.5 Acceptance tolerances

7.22.6 Manual post-measurements

7.22.7 Production of the new lines

7.22.8 Acceptance of slab track and mass spring systems

Bibliography

Recommended further reading

Index

The Comprehensive Manual of Track Maintenance VOLUME 1

Cover

Titlepage

Copyright

1 History of mechanical track maintenance

7 Elimination of track geometry faults

Index

The Comprehensive Manual of Track Maintenance VOLUME 1

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Preamble

Due to its size, the Comprehensive Handbook of Track Maintenance is published in two volumes with numerous colour illustrations and supplementary tables. This first volume comprises seven chapters: the history of mechanical track construction, the track system, new construction and renewal of tracks, loading, and monitoring of the track, rail treatment methods and track geometry correction using tamping.

The book covers all aspects in theory and practice of new construction and renewal, maintenance of ballasted track and slab track.

It is aimed at maintenance engineers and track builders, civil engineers, architects, infrastructure managers, railway engineers, students of railway technology and civil engineering, people interested in the railway or otherwise professionally connected with it. It is designed as a handbook and reference book.

The author would like to take this opportunity to thank his wife Dr. Christina Wehringer, who with her sharp analytical mind repeatedly read the manuscript, edited it and advised me. Thanks are also due to Mr. Matthias Reihs, who laid out and typeset the book. His accuracy, suggestions and aesthetic design contribute greatly to the quality of the book.

I would also like to thank the numerous companies and persons who kindly provided me with documents, illustrations and photos free of charge.

Unfortunately, the market leader, Plasser und Theurer Export von Bahnbaumaschinen Gesellschaft mbH and Robel Baumaschinen GmbH were not cooperative, which is why the illustrations and documents concerning these companies are not up to date. May the readers excuse this.

With this book I hope to contribute to the development of the track and its maintenance. I myself have always been enthusiastic about the railway with all its sparkling interesting facets and I hope to pass this spark on to others.

December 2023

Bernhard Lichtberger