Peter Korger / MAPEKO Representante de Plasser & Theurer en … · 2017-08-12 · Advantages of...
Transcript of Peter Korger / MAPEKO Representante de Plasser & Theurer en … · 2017-08-12 · Advantages of...
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Seminario ALAF
Buenos Aires 30 de julio de 2015
Peter Korger / MAPEKO Representante de Plasser & Theurer
en Argentina
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Máquinas Estabilizadoras de Vía
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Excelente Calidad Inicial Garantizada empleando un Estabilizador Dinamico
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Demostracion Practica del efecto sobre el balasto de un DGS
Video DGS Testkasten
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Stabilisation of the ballast bed in layers:
highest stability and durability
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Advantages of dynamic track stabilisation of the ballast bed:
• Homogeneous, spatial consolidation of the entire ballast bed
• Increase of the resistance to lateral displacement
• Careful treatment of the ballast material by dynamic re-arrangement of the ballast stones
• The danger of track buckling is reduced
• Durability of the accurate track geometry over a longer period, raising the quality reserve of the track
• The intervals between maintenance are extended
• Dynamic stabilisation raises the safety and helps to lower costs
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AEA Technology Rail BV - Test-Results
Path
· 0
· 5
· 10
· 15
· 20
· 25
· 30
· 35
· 40
· -20,0 · 0,0 · 20,0 · 40,0 · 60,0 · 80,0 · 100,0 · 120,0 · 140,0 · 160,0
Path [m]
RLD
man
ual m
easu
rem
ents
[kN
]
· 109
· 181
· 199
· 217
· 235
· 253 · Man. measurem. series 4 before stab. · Man. measurem. series 7 after stab.
· Qab[kN] · Q1m[kN] · Q5m[kN] · QSm[kN]
· 127
· 145
· 163 RLD
DG
S 62
N
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Test-Results
• Correlation between RLD measured by Dynamic Stabilizer during stabilisation and manual measurement
• Dynamic Stabilizer raises RLD by 30% to 60% • After tamping without Dynamic Stabilizer, the RLD
can be critical • Work speed of Dynamic Stabilizer has no influence • Work only with full vertical load • Results refer to track with concrete sleepers
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AAR/TTC Tests – wood ties (1990 – Trevizo, [9]) • Tangent: 17% recovery after 0.1MGT; 32% after 1MGT • 5° Curve: 9% recovery after 0.1MGT; 21% after 1MGT
Volpe/FRA Tests at TTC - wood and concrete (1987-1990; Kish, et al, [10]) • Wood - tangent: 26% recovery after 0.1MGT • Concrete – 5° Curve: 52 % reduction due to tamping • Concrete – 5° Curve: 22% recovery after 0.1MGT
Volpe/Union Pacific Tests – concrete (2000-Sluz, [11]) • Concrete (new-scalloped) - 17% recovery after 0.35MGT • DTS increase: 33%
Volpe/Amtrak/FRA Tests – concrete (2001- Kish, et al, [12, 13]) • 43% reduction due to surfacing with ½ inch lift • DTS increase: 31%
UP/Foster-Miller Tests – wood/concrete/old/new (2001-Samavedam [14]) • 39-70% reduction due to tamping/surfacing • 0.1MGT had negligible influence on wood after tamping; 0.2MGT was 28% • Heavy rain/wet ballast: 20% decrease in lateral resistance on wood
UP/TTCI Tests – concrete/tangent/high tonnage (2010-Clark & Read @ IHHA 2011) • Over 70% reduction due to surfacing • 0.1MGT increase: 49% • DTS increase: 60% • Tonnage after DTS reduced TLR by 11%
Consulting Services
US Data on Ballast Consolidation
DTS Increase: 31 – 60%
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Conclusions
§ Ballast lateral resistance is an important parameter for track geometry retention and track stability management.
§ It is a complex parameter: non-linear, variable, difficult to measure, has both static and dynamic components where the tie/ballast friction coefficient plays a key role.
Ballast maintenance (surfacing, lifting, tamping) reduces lateral resistance by 40-60%. This requires quick and efficient restoration.
§ It is a key parameter for both track buckling and track shift evaluations, but each requires different components of the lateral resistance function.
Consulting Services
US Data on Ballast Consolidation
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§ Dynamic track stabilization (DTS) has proven to be a quick, efficient and effective means to restore lateral resistance requiring no speed restrictions. The 30-60% TLR restoration promotes:
Based on US data, traffic (tonnage) consolidation may require more than the currently accepted 0.1MGTs to achieve a minimum 30% DTS equivalent. (MORE R&D IS REQUIRED FOR EVALUATION!)
Ø providing lateral stability for track buckling safety for most conditions
Ø “smoothening” of neutral temperature along the rail
Ø improving hot weather speed restrictions
Ø improving ballast longitudinal resistance
Consulting Services
US Data on Ballast Consolidation
Conclusions
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Dynamic Track Stabilizers
Distance between bogie pivots: 12 000 mm Weight: 60 tons Vertical load: 356 kN
DGS 62 N
Distance between bogie pivots: 10 000 mm Weight: 50 tons Vertical load: 240 kN
DGS 90 N
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Máquinas Esmeriladoras de Vía
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Estabilizador Dinamico Trabajando
Video DGS62N
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Peter Korger, MAPEKO Representante de Plasser & Theurer Export von Bahnbaumaschinen Gesellschaft m.b.H. A-1010 Wien, Johannesgasse 3 Tel.: +43 (0) 1 515 72-0 Fax: +43 (0) 1 513 18 01 www.plassertheurer.com
“Plasser & Theurer” and “Plasser” are internationally registered trademarks. Illustrations and descriptions may contain optional equipment. We reserve the right to make alterations in line with further technical developments.