Analysis of Short and Long-term behaviour of Ballast and Slab Railway Track

Ref. PT-2006-024-19CCPM Final Report: Summary

School of Civil Engineering

(Escuela de Ingenieros de Caminos, Canales y Puertos)

Technical University of Madrid

(Universidad Politcnica de Madrid)

Investigador Principal: Jos M. Goicolea Ruigmez (Universidad Politcnica de Madrid) Versin: 1 Fecha: 1 dic 2009

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TABLE OF CONTENTS
Executive Summary.............................................................................................3 1 Subproject SP1 (UPM): Mechanical characterisation and study of damage evolution in ballast and slab track systems.......................................................... 4 2 Subproject SP2 (FCH): Reference parameters, longitudinal interaction laws and design guide for slab track systems.............................................................. 6 3 Subproject SP3 (CEIT, UPV): Interaction of vehicles and rolling stock with ballast and slab track systems..............................................................................7 4 Subproject SP4 (US): Transmission of vibrations to the ground and nearby structures through ballast and slab track systems............................................. 10 5 Subproject SP5 (CENIT-UPC, UPM): Analysis of Life Cycle Costs for slab and ballast track systems................................................................................... 12

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Executive Summary
The goal of the project is to study track types in the new high performance railway lines, mainly in the High Speed Train for passengers, although mixed passenger-freight traffic may also be considered in some cases. These lines correspond to TSI category of line I as defined in the new Technical Specifications of Interoperability (TSI) for the Trans-European Network (TEN). The approach of the work is to obtain a comparison of the performance and requirements of the new track technologies as compared with the traditional ballast track. The project as a whole comprises 5 distinct sub-projects, each performed by a different research centre. The research work developed consists mainly in numerical calculation models and in engineering work, without including experiments which would require a much higher budget than was available. The principal researcher for the complete project has been Jos M. Goicolea (UPM). The different sub-projects and the centres responsible for each one are: SP1: Mechanical characterisation and study of damage evolution in ballast and slab track systems. (UPM, general project coordinating centre) SP2: Reference parameters, longitudinal interaction laws and design guide for slab track systems (FCH) SP3: Interaction of vehicles and rolling stock with ballast and slab track systems. (CEIT, UPV) SP4: Transmission of vibrations to the ground and nearby structures through ballast and slab track systems. (US) SP5: Analysis of Life Cycle Costs for slab and ballast track systems. (CENIT-UPC, UPM)

The acronyms employed stand for UPM = Universidad Politcnica de Madrid (Escuela de Ingenieros de Caminos), FCH = Fundacin Caminos de Hierro, CEIT = Centro de estudios e investigaciones tcnicas de Guipzcoa, UPV = Universidad del Pas Vasco, US = Universidad de Sevilla, CENIT-UPC = Centro de innovacin del transporte de la Universidad Politcnica de Catalua. The next sections include, for each of the sub-projects, a summary of objectives, methods, results and final conclusions.

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1 Subproject SP1 (UPM): Mechanical characterisation and study of damage evolution in ballast and slab track systems
As a first step (task 1.1) a consensus classification of slab rail systems has been performed, selecting the types of track to consider in the different subprojects under the various approaches: Ballast track of similar characteristics to that of the line MadridZaragoza-Barcelona. Slab track Rheda 2000, with one elastic layer and continuous reinforced concrete slab. Slab track AFTRAV, with one elastic layer and discontinuous prestressed concrete slabs. Slab track Stedef, with two elastic layers (in railpads and under cassoulets) In task 1.2 numerical Finite Element Models (FEM) in the time domain have been developed to evaluate the dynamic actions on the track. Three types of results have been obtained: Time history of the rail-wheel contact force. Time history of force transmitted through the primary suspension to the bogie. Time histories of the forces transmitted by the railpads to the sleepers or the slab of the track structure, in 14 supports previously selected. Table 1.1: Summary of dynamic amplification factors for distributed irregularities Type of track Rail-wheel Railpads Primary bogie contact suspension Ballast Rheda 2000 AFTRAV Stedef 1,33 1,32 1,32 1,37 1,25 1,24 1,29 1,33 1,1 1,1 1,1 1,1

Following the main conclusions are summarised for the results of dynamic actions on the track: The main dynamic effect is produced by rail irregularities and interaction with the dynamics of the railway vehicle. The dynamic increment of the axle loads transmitted by the railpads to the sleepers or the slab, due to the distributed irregularities under the intervention limit, is moderate and of similar order in all cases, between 25% and 33%. The increment of dynamic load at the wheel-rail interface for this same cases is also moderate and lies between 32% and 37%. As relates to the vehicle, significant interaction between different axles is not observed, not even between the axles in the same bogie. As a
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consequence, the models considered represent axle, or equivalently bogie or 1/8 vehicle. The increment in dynamic load transmitted to the vehicles through the primary suspension is small, in all cases considered under 10%. The objective of task 1.3 has been to evaluate the settlements produced in the embankments and suggest some limits and requirements depending on the type of slab track. The focus has been on short and long-term settlements due to rheological actions, water etc. The work consists in the development of several analysis models for total and differential displacements in embankments of different heights and qualities. Typical results from one of the Finite Element Models for settlement calculation are shown in figure 1.1.

Figure 1.1 Finite Element Model for one case of embankment and contour map of settlements. From the results obtained, in order for the settlement at the top of the embankment to be lower than 25-30 mm after 10 years, embankment height must not exceed 7-10 m assuming the material and compacting conditions provide an average deformation modulus of the order of 40 MPa, which may be 10-13 m when the deformation modulus is close to 60 MPa. If the Modulus would be around 80 MPa, the embankment could reach up to 14 m height in order for the settlement at the top not to exceed the indicated limits. The work carried out in task 1.4 has been a study of the damage evolution in the long term of two slab track systems: a system with pre-stressed precast slabs and a system of reinforced concrete continuous slab performed in-situ. The study focuses on the influence of the following effects in the long term for structural behaviour: differential settlement between the slab track and the foundation; fatigue from the repeated action of the traffic load train; cracking from the acting forces and shrinkage of concrete; loss of functionality of the structure due to high deformations.

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In the case of the prefabricated pre-stressed track, safety against fatigue is guaranteed even in the worst case of differential settlements considered between the slab and the foundation (5.0 mm in 5.10 m). As a result, the prestressing must be designed according to the requirements of ultimate limit states. The criterion of acceptance of differential settlements is, as a consequence, that of loss of functionality of the track from too high vertical displacements. The analyses performed in the reinforced concrete slab track indicate that the behaviour for fatigue is also good, provided weldings between rebars are avoided. The problems arise first from loss of functionality due to fatigue rather than fatigue in the rebars. Values above the acceptable limits for deformations and crack widths are obtained when there is a differential settlement between slab and embankment of length exceeding 10 m.

2 Subproject SP2 (FCH): Reference parameters, longitudinal interaction laws and design guide for slab track systems
From the results of analyses performed for longitudinal interaction between rail and platform, it is concluded that the only case in which the presence of slab track may influence significantly the design due to track-structure longitudinal interaction is that of short continuous viaducts. The existence of slab track with normal rail supports in the case of continuous rail represents an important factor in the design of the viaduct, as it requires to reduce considerably the maximum dilatation lengths (which decrease from between 110 and 115 m for ballast track to between 65 and 70 m for slab track). In this context it may be expected that the slab track infrastructure will cause a modification of the criteria for selection of structural types, which will tend to a greater presence of isostatic deck solutions. Alternatively a more frequent introduction of track dilatation devices will be needed on the abutments of the structures. Apart from some technical considerations, both alternatives may be evaluated from an economic point of view, and be integrated in the study of life cycle cost of the infrastructure as a whole, in order to establish a complete comparison of both track alternatives. However, as has been seen, this design limitation may be avoided by introducing special sliding supports with a maximum longitudinal resistance limited to around 23 kN/m of track. In this case the maximum lengths of dilatation for the case of slab track are near thos of ballast track, reaching values of around 100 m. In that case the technical and economic considerations to take into account refer to the technical suitability and the cost of implementing such special supports. For this it will be necessary to resort to the experience of the railway companies that have adopted this solution in their
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viaducts with slab track, as is the case of Germany (with the special sliding clips SKL 13, the yellow clips). Currently there are studies under way, through the measures of stresses in the rail in viaducts with slab track and special fixations, to evaluate the efficiency of the introduction of such fixations. As relates to the Service Limit State, from the analyses performed a very revealing conclusion is extracted, the fact that these limitations do not represent in general a design criterion that introduces differences in the dimensioning of the bridge decks as a function of the selected track type. However, this choice leaves open a possibility that in the case of employing fixations with very different vertical stiffness or pre-stressing torque to those considered, the corresponding limit values could eventually be more restrictive. In task 2.4 the most relevant conclusions of the subproject are summarised, as well as the main conclusions of the rest of subprojects, with the objective of establishing the recommendations derived for the evaluation and design of a slab track system. Among the most relevant conclusions the following are highlighted: - those related to the geotechnical aspects of the platform and the damage evolution for slab track, for elaboration of recommendations for the construction of embankments and earth structures for slab track. - Those related to longitudinal interaction between track and structure and the analysis of limitations of Service Limit States in structures, for elaboration of recommendations relative to the design of viaducts for slab track. - Those related to vibration control, for the elaboration of recommendations relative to vibration control measures for slab track.

3 Subproject SP3 (CEIT, UPV): Interaction of vehicles and rolling stock with ballast and slab track systems
The overall objective of this subproject has been the analysis of interaction between rolling stock (axles, bogies, vehicles) with the track, considering specially the possible differences between the various track systems considered. For this purpose aspects considered comprise from low frequency dynamic phenomena associated to the movements of the body to the high frequency effects related to rail corrugation. In task 3.1 (CEIT) both the vehicle and the track are modelled within the multibody analysis program for dynamics of mechanisms SIMPACK. The vehicle considered for the study is a high speed one based on the ICE-3, whose parameters are detailed in the annual project report for 2007. The connection between wheel and rail is considered through a special element from SIMPACK's railway module which solves the contact problem following the theories of Hertz and Kalker.

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(a)

(b)

Figure 3.1. Model for track in SIMPACK with rigid body elements: (a) without longitudinal connection between bodies; (b) with longitudinal connection between slab bodies. The following conclusions have been obtained from the work in this task: With the models developed, the ballast reference track presents better results from the point of view of transmitted forces than either of the two slab track systems studied. Modelling in SIMPACK of slab track systems RHEDA 2000 and STEDEF exclusively with rigid body elements presents some limitations. The technique employed in SIMPACK for modelling the slab requires the introduction of a body under each axle, and hence the movement of each of these bodies is independent from the rest. This however does not correspond with reality as the slab is continuous. It is possible to restrain the motion of these bodies so that all of them share the same movement, or to establish links with elastic elements and viscous dampers. However, the real movement of the slab will not be reflected by neither of the above models, as the slab is a rigid body with its own dynamic degrees of freedom. If within the multibody models for the track the elastic layer under the slab is eliminated, the effect on the model is as if the slab did not exist. In this case the filtering effect produced by the slab mass would be lost. Additionally (task 3.1, UPV) the different types of slab and ballast track have been compared from the point of view of inscription of the vehicle in curved track. Its concluded that the risk of derailment according to parameter Y/Q is clearly below 0,8 for all axles, with all track radii and all track types considered. For the track with the smallest radius, the RHEDA track appears to yield a slightly larger Y/Q value. In task 3.2 the track has been considered as a continuous and deformable system. For this the track has been modelled with finite elements. In SIMPACK it is possible to include the flexibility of some bodies, performing first a modal analysis through a finite element analysis program. The results from this

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analysis are exported to SIMPACK through an interface that links both programs. The response (receptance) of the track is shown in figure 3.2 and table 3.2.
Receptancia en el centro del vano central
8,00E-08

7,00E-08

6,00E-08

5,00E-08 BALASTO RHEDA 2000 STEDEF AFTRAV [m/N]

4,00E-08

3,00E-08

2,00E-08

1,00E-08

0,00E+00 0 200 400 600 800 [Hz] 1000 1200 1400 1600

Figure 3.2. Receptance showing the response at the centre of the track. Table 3.1. Frequency in Hz of the most relevant modes of vibration for the track types considered Ballast STEDEF RHEDA AFTRAV Mode 1 78 69 Mode 2 288 375 120 158 Mode 3 1070 1070 940 938 From a general point of view, the main conclusions obtained in task 3.2 are the following: The models that combine multibody rigid elements with finite elements provide reliable results in the range of low and middle frequencies. In the range of high frequencies, the auxiliary stiffness Kaux that is employed for transmitting the wheel-rail contact forces to the flexible elements influences the results. If the models are to include a large number of modes for the track, the computational cost increases very much, due to the large number of degrees of freedom of the model. If it is desired to study high frequency phenomena, it is proposed to work with 2D simplified models with masses, springs and dampers, considering only the vertical movement, as the 3D models described before are not necessary.

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In task 3.3 (UPV) the rail corrugation has been studied, for the four track types (ballast, STEDEF, AFTRAV and RHEDA 2000). For this the program RACING has been employed for computing the receptance functions and the functions of rail corrugation growth in all track types, and NASTRAN for computing the receptance functions of AFTRAV rail type. It may be concluded that for normal track radii, the possibility of producing corrugation is low. It has been observed, for all cases studied, and all track radii and train velocities, that RHEDA 2000 track is the one with fewer possibilities to suffer corrugation phenomena, followed by the ballast track and AFTRAV.

4 Subproject SP4 (US): Transmission of vibrations to the ground and nearby structures through ballast and slab track systems
The main objectives of subproject SP4 have been: Develop and apply an innovative computational methodology for studying the vibrations transmitted through the ground originated by railway traffic Study and compare the vibrations transmitted by the different track systems considered in the project. Study possible measures for mitigating the vibrations transmitted by the ground to nearby structures or facilities For this purpose the following tasks have been performed: Task 4.1: basic definition of models and selection of parameters and data for models. Task 4.2: Obtain calculation results and perform critical analysis. Task 4.3: Study of anti-vibration measures and development of conclusions. These tasks have been developed employing three type of dynamic models, two in the frequency domain and one in the time domain: Semi-analytic model in the domain of frequency and wave lengths. Numerical periodic model in the frequency domain based on the boundary element method. Three-dimensional numerical model in the time domain coupling the finite element method and the boundary element method. The numerical models enable modelling the track, the nearby structures, over or underpasses etc. for the study of dynamic soil-structure interaction. The model in the time domain can take into account the excitation mechanisms generated by the railway traffic: passage of an axle at a certain velocity, irregularities of wheels and rail and discrete effect of sleepers. The general technical conclusions from the study show the influence of various parameters in the level of vibrations transmitted through the ground or in nearby

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structures and originated by the passage of trains, distinguishing between ballast and slab track. The parameters studied are the following: Distance from the structure or observation point to the track. The velocity of the train. The existence of one, two or three levels of damping. The properties and stratification of the ground. The vibrations caused by trains circulating over slab track and ballast track differ in the following aspects: The levels of vibration obtained in the rail are higher for the ballast track. In the case of of slab track, the excitation is distributed in a near uniform way in the complete frequency range. In both track types, the stratification of the terrain will determine if amplifications are obtained for certain excitation frequencies. The critical train velocity for which the vibrations are amplified is determined by the properties of the track and specially those of the ground. This critical velocity is approximately equal to the speed of propagation of Rayleigh waves in the ground, although due to system characteristics, it is higher with slab track than with ballast track. The level of vibrations is higher as the train speed is increased, until the critical train velocity is achieved. After this critical velocity vibrations decrease even if the train speed increases. In the track, the excitation mechanism originated by the passage of a single moving axle governs the response. As the observation point is further away from the track, the excitation mechanisms originated by the wheel and rail irregularities govern the vibration response. As a consequence, the modelling of wheel and track irregularities is very important in order to predict the vibrations near the track. The inclusion of one level of damping under the slab may contribute to attenuate the vibrations produced by the passage of trains. This system must be designed so that the isolation frequency be as low as possible, in the range of 10-15 Hz. If not, the influence of this new damping level would not be noticeable. In order to predict the vibrations originated by passage of trains, it is important to model precisely the section of the slab track and of the ballast track. If both types of track are modelled accurately, the level of vibration obtained in both track types is similar for the same soil and rolling stock. The different types of slab track studied produce similar vibration levels, specially if a layer is included of some 30 cm of poor concrete and with an ad equate sub-base. The track type Stedef produces slightly higher vibration levels. This result also indicates that models which do not include the layer of poor concrete and granular sub-base may not reflect adequately the behaviour of the track as regards the vibrations produced. The vibrations obtained in a building nearby to the track has been analysed, considering the vibration levels according to the regulation in thirds of octave. This analysis, obviously, has been carried out for a particular building and its dynamic characteristics will determine if the response is amplified
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or not, but nevertheless general conclusions may be extracted for the effect of track types. The influence of distance is very important, being observed a medium level of decrease in the computed accelerations. The influence of train velocity is significant from above 5 Hz approximately. Below this frequency level the accelerations registered in the model are similar, independently of velocity, and after the said level the curves separate significantly. Acceleration is appreciably higher as the train velocity increases. The excitation caused by wheel and rail irregularities determine the response. With regard to the damping levels, the importance of the design of an elastomeric blanket under the track has been confirmed again.

5 Subproject SP5 (CENIT-UPC, UPM): Analysis of Life Cycle Costs for slab and ballast track systems
Subproject SP5 has been structured in the following four tasks: 5.1- analysis of investment costs for the different track systems; 5.2- evolution of the maintenance costs for the different track systems; 5.3- Development of a model for analysis of life cycle costs (LCC); and 5.4- application of the LCC model: evaluation of the different systems. The tasks 5.1 and 5.2 were carried out by CENIT-UPC. However, this centre abandoned the project at the beginning of 2008, due to this fact it was not possible for them to complete the remaining work in tasks 5.3 and 5.4 as foreseen. These tasks were retaken, with the agreement by CEDEX, by a research group in the Escuela de Ingenieros de Caminos at UPM. Due to their technical characteristics, the structures of slab track and ballast track experience different life times, as well as a non-constant distribution of costs with time (being generally greater the construction costs and lower those of maintenance and renewal in the case of slab track). Following the main remarks and conclusions are presented in summary with relation to the development and application of the LCC model: The model developed does not yield results which may be considered precise and unquestionable, rather it provides a support tool for decision making which shows more favourable tendencies as a function of ranges of parameters of the line, distinguishing between the two types of railway infrastructure considered. In spite of the previous remark, the model does provide the current net value (CNV) of the life cycle costs of the two systems being compared and allows en economic evaluation of the suitability of one system or another, in selected cost scenarios. From the starting point of the effects of variations in parameters it has been possible to establish two scenarios for each track system, one
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under the most favourable conditions for the system for which the current net value is calculated and another with the most favourable conditions for the other system. Scenario 1: Current net value of the slab track system with the most unfavourable conditions for the slab track system (VP Esc 1). Scenario 2: Current net value of the slab track system with the most favourable conditions for the slab track system (VP Esc 2) Scenario 3: Current net value of the ballast track system with the most favourable conditions for the ballast track system (VB Esc 1) Scenario 4: Current net value of the ballast track system with the most unfavourable conditions for the ballast track system (VB Esc 2) The intersection of the above scenarios generates a rhombus of decision, presented in figure 5.1, which represents the cost per kilometre of track. Each intersection of the current net value (CNV) of the various scenarios allows us to formulate a working hypothesis in the anaysis of suitability of one system over another. Thus only in the extreme lower and upper areas of the rhombus (marked in dark grey in the figure) we are able to indicate clearly the suitability of one system over another. The intermediate corners (those situated between the extremes) require us, comparing the favourableunfavourable scenarios, to expand the study of the type of infrastructure to employ in the line under study.

Balasto

Mayor prob. balasto

Dudoso

Mayor prob. placa

Placa

Figure 5.1 Rhombus of decision of the model of LCC

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