DELIVERABLE D1.4 SMALL PROTOTYPES OF … Andaluces FA-DGT ES ... Problems Encountered ......

TIP5-CT-2006-031312 of 27URBAN TRACK Issued: 29/8/2008

Quality checked and approved by project co-ordinator André Van Leuven

D0104_ASP_CDM_M24.doc

DELIVERABLE D1.4 SMALL PROTOTYPES OF GREEN TRAM

TRACKS FOR LAB TESTS

Related Milestone M1.2

CONTRACT N° TIP5-CT-2006-031312

PROJECT N° FP6-31312

ACRONYM URBAN TRACK

TITLE Urban Rail Transport

PROJECT START DATE September 1, 2006

DURATION 48 months

Subproject SP 1 Low Cost Modular New Track Systems & Fast Installation Methods

Work Package WP 1.2 Technical Developments: Design of Ecological Tracks

Small Prototypes of Green Tram Tracks for Lab Tests

Written by Martin Richter, Hendrikje Schreiter, Didrik Thijssen ASP, CDM

Date of issue of this report 29/8/2008

PROJECT CO-ORDINATOR Dynamics, Structures & Systems International D2S BE

PARTNERS Société des Transports Intercommunaux de Bruxelles STIB BE

Alstom Transport Systems ALSTOM FR

Bremen Strassenbahn AG BSAG DE

Composite Damping Materials CDM BE

Die Ingenieurswerkstatt DI DE

Institut für Agrar- und Stadtökologische Projekte an derHumboldt Universität zu Berlin

ASP DE

Tecnologia e Investigacion Ferriaria INECO-TIFSA ES

Institut National de Recherche sur les Transports & leurSécurité

INRETS FR

Institut National des Sciences Appliquées de Lyon INSA-CNRS FR

Ferrocarriles Andaluces FA-DGT ES

Alfa Products & Technologies APT BE

Autre Porte Technique Global GLOBAL PH

Politecnico di Milano POLIMI IT

Régie Autonome des Transports Parisiens RATP FR

Studiengesellschaft für Unterirdische Verkehrsanlagen STUVA DE

Stellenbosch University SU ZA

Transport for London LONDONTRAMS

UK

Ferrocarril Metropolita de Barcelona TMB ES

Transport Technology Consult Karlsruhe TTK DE

Université Catholique de Louvain UCL BE

Universiteit Hasselt UHASSELT BE

Project funded by theEuropean Community undertheSIXTH FRAMEWORKPROGRAMMEPRIORITY 6Sustainable development,global change & ecosystems International Association of Public Transport UITP BE

Union of European Railway Industries UNIFE BE

Verkehrsbetriebe Karlsruhe VBK DE

Fritsch Chiari & Partner FCP AT

Metro de Madrid MDM ES




T A B L E O F C O N T E N T S

0. Executive Summary ..........................................................................................................................3

0.1. Objective of the Deliverable ..............................................................................................................3

0.2. Strategy Used and/or a Description of the Methods (Techniques) Used with the Justification

Thereof................................................................................................................................................3

0.3. Background Info Available and the Innovative Elements Which Were Developed .....................3

0.4. Problems Encountered ......................................................................................................................4

0.5. Partners Involved and Their Contribution.......................................................................................4

0.6. Conclusions........................................................................................................................................5

1. Introduction.......................................................................................................................................6

2. Description of Prototypes with Sedum Vegetation ......................................................................7

2.1. Structure of Test Bodies.....................................................................................................................8

2.1.1 Grass Paver .....................................................................................................................................9

2.1.2 Substrate..........................................................................................................................................9

2.1.3 Anti Root Foil..................................................................................................................................9

2.1.4 Drainage/Base Layer....................................................................................................................10

2.1.5 Special Absorber ...........................................................................................................................11

2.2. Prototype 1 (Special Absorber – Drain Concrete)..........................................................................14

2.3. Prototype 2 (Special Absorber – Rubber Mat) ...............................................................................16

2.4. Prototype 3 (Grass Paver)................................................................................................................17

3. Description of Prototypes with Artificial Grass..........................................................................19

3.1. Artificial grass..................................................................................................................................19

3.2. Track design.....................................................................................................................................20

3.3. Artificial green track prototypes.....................................................................................................21

4. Tests and Action Performed ..........................................................................................................25

4.1. Pre-cultivation..................................................................................................................................25

4.2. Fatigue Tests ....................................................................................................................................25

5. Tests and Action Planned ..............................................................................................................26

5.1. Noise Measurements at Brussels Test Site .....................................................................................26

6. Problems Encountered ...................................................................................................................27




0. EXECUTIVE SUMMARY

0.1. OBJECTIVE OF THE DELIVERABLE

This deliverable describes prototypes of developed green tram track designs which meet the

requirements of technical standards and come up with solutions to specific problems. Within

the Urban Track project a sustainable, low maintenance, improved noise absorbing, well water

balanced green track with regard to the particular local climate and required technical

standards (stray current) has to be developed, which allows occasional use of emergency

vehicles. Track design, materials and plant varieties influence those parameters, thus were

developed or chosen according to their particular suitability, respectively.

0.2. STRATEGY USED AND/OR A DESCRIPTION OF THE METHODS

(TECHNIQUES) USED WITH THE JUSTIFICATION THEREOF

The strategy is to develop a vegetation system and track design, according to the problems and

requirements of green tram tracks and conducting tests on materials to be considered. Review

and specific tests on applicable materials for green tram tracks regarding their characteristics to

our SWP- objectives were done and have influenced the material choice. Certain parameters of

the developed solutions were further modified and will underlie additional developments

based on the results gained during further tests and the first practical test at Brussels (SP3).

0.3. BACKGROUND INFO AVAILABLE AND THE INNOVATIVE ELEMENTS

WHICH WERE DEVELOPED

Background info available:

- Specifications provided by IASP

- Specifications provided by STIB

- Specifications provided by CDM

Innovative elements:

- low maintenance drivable solution using Sedum.

- with Sedum pre-cultivated grass paver.

- using a better noise absorbing material as rail shoulder than conventional concrete or the

known rubber elements (e.g. from Sedra or Kraiburg).




- preventing excessive weed growth at the connection of the root foils and the sides of the

track by means of inserting the foil end into the concrete board separating the track from

the road and into the longitudinal concrete beam in which the rail is embedded.

- improved quality of last generation artificial grass.

- limiting maintenance and good drivable solution using artificial grass.

0.4. PROBLEMS ENCOUNTERED

IASP

During the fatigue test the drainage material had to be changed, as both split and gravel were to

similar in grit size and therefore not compressible enough. This caused loss of time, with the

effect that firstly only 2 prototypes (version 1) could be tested properly and secondly that this

test only comprised 4,600 wheel crossings. Consequently not all test questions have been

answered.

No suitable grass paver for our pre-cultivation purposes is available on the market. Producers

are not interested in developing a new design at the moment, because of high costs for a new

mold.

Moreover, an industrial bonding of the foil to the sides of the track is needed. It is being tested

at the moment if a pre-cultivation without fleece was feasible.

CDM

It was difficult to simulate the real situation of artificial grass at the test circuit of STUVA. No

real problems have been encountered.

0.5. PARTNERS INVOLVED AND THEIR CONTRIBUTION

CDM basic track design

design of rail jacket and concrete beam

ongoing development of combination of artificial and real vegetation

shared tests (e.g. noise absorption, fatigue test, Brussels test site)

STIB (WP 3.2) operator of Brussels test site




have specific demands on track design

STUVA conduct fatigue test

IASP Development of vegetation system with real plants

0.6. CONCLUSIONS

This deliverable provides input to SP1 and SP3, for those applications were green tram tracks

are planned to be used.

It also has relations with SP4 because of the life cycle cost calculations that have to be

performed.




1. INTRODUCTION

This deliverable describes prototypes of developed green tram track designs which meet the

requirements of technical standards and come up with solutions to specific problems: Within

the Urban Track project a sustainable, low maintenance, improved noise absorbing, well water

balanced green track with regard to the particular local climate and required technical

standards (stray current) has been developed, which allows occasional use of emergency

vehicles. Track design, materials, plant and artificial grass varieties influence those parameters.

They had to be developed or chosen according to their particular suitability.

To ensure the passage of emergency vehicles the developed green tracks must be able to carry

the load of these vehicles. Therefore a fatigue test at STUVA was carried out. For the detailed

description of the test equipment see D2.11 prepeared by STUVA.




2. DESCRIPTION OF PROTOTYPES WITH SEDUMVEGETATION

Three different green tram track prototypes have been developed so far. They are going to be

tested and optimised during SP 3.2. They represent three track design versions which are going

to be put into practice in a test zone in Brussels, each. All three of them aim to reduce as much

reverberant track surface as possible to mitigate noise reflection. These prototypes are built for

fatigue testing at the test site of the project partner STUVA. The test conditions determine the

outer dimensions of the test bodies. The three design versions implement an extensive, thin

layered vegetation system which applies Sedum-moss vegetation. The dimensions of this

system result from plant needs and low maintenance reasons, since the drought tolerant Sedum

only needs fertilizer once a year and survives dry periods better than any other plant or weed

which might start to grow in the track. A more detailed explanation why this vegetation system

was chosen is given in the last progress report for D1.3 (2007). The single elements are described

more detailed in this year’s final deliverable D1.3 (2008). The dimensions of the rail parts (rail,

rubber jacket, concrete foot) are supplied by CDM (see D1.4 from CDM). Design and

dimensions of the prototypes are shown in the figures below.

For the test bodies no plants are used since this does not give additional information.

Steel frame, rail and rail encapsulation of the 6 prototypes were built by CDM and transported

to STUVA where the prototypes were tested for their fatigue stability. Mr. RIFFEL from

HEIDELBERGCEMENT installed drain concrete in 2 prototypes at STUVA test site, which had to

dry for 28 days. IASP did the finish by installing the vegetation system: drainage layer, foil,

grass paver, Xeroterr I (substrate).

The 3 versions were repeated twice (6 test bodies), each repetition filled with either gravel or

split.




2.1. STRUCTURE OF TEST BODIES

Figure 1: Overview of the vegetation system / track design. Left: special noise absorber as hard

shoulder, Right: grass paver up to rubber jacket

Standard structure of the test bodies:

Drainage layer /

base layer

19.5 cm

3 bodies received a split filling (8/16),

3 a gravel filling (8/11);

In later tests the two bodies of version 1 received a mixture of mineral

materials (grit size 0/32)

Anti root foil 0.5 mm

PE

Grass paver 5 cm thick

Fleece (0.2-0.5 mm) glued to the bottom

Filled with 4 cm Xeroterr I (substrate)

Area next to rail

(hard shoulder)

Consisted either of drain concrete (version 1), rubber absorber

(version 2) or grass paver (version 3)




2.1.1 Grass Paver

The top of the prototype consist of grass pavers (System: SCHWAB), which have a thickness of

51 mm.

Figure 2: Grass paver, System SCHWAB Figure 3: Grass paver prepared for pre-cultivation by gluing

fleece to the bottom, to prevent soil from falling

out during transport

These pavers are assembled from single elements (size: 580 x 380 x 51 mm). Since the vegetation

is going to be pre-cultivated in these grass pavers and transported to the installation site

afterwards, a fleece (approx. 0.2-0.5 mm) needs to seal the bottom part of the grass pavers to

prevent the substrate from falling out during transport. This fleece is glued to the grass paver

and is permeable to water.

2.1.2 Substrate

The substrate level within the grass paver is 40-45 mm. This ensures plant re-growth in case of

plant damaged by car tires. The substrate used is going to keep a stable structure so that the

level filled in the grass paver will be obtained.

2.1.3 Anti Root Foil

Below the fleece material, an anti-root foil, made of PE with a thickness of 0.5 mm, is installed.

To ensure a good drainage during heavy rain the foil is perforated (diameter: ca. 1 mm) every

running meter. To keep the foil closely connected to the sides it was thought to be incorporated

into the rubber jacket during production process, 51 mm below the surface, about 30 mm deep

but could not be realized as such. This fixation is necessary to ensure position stability of the foil

and to prevent weed growth by restricting the substrate level to 4 cm thickness.

For the prototypes of version 1 the anti root foil could not be clamped between the concrete

types as planned, since Mr. RIFFEL from HeidelbergCement predicted problems with the bond




of the concrete otherwise. Therefore it was bent down in a 90° angle along the concrete beam

and held by the drainage, more or less.

For the prototypes of version 2 (rubber absorber) the foil was glued to rubber absorber and

concrete beam by means of Sikaflex (SIKA Deutschland GmbH) (see Figure 1, left side). The

bonding was not very tight and resulted in bad bonding of the rubber absorber to the concrete.

During the first fatigue tests the grass paver gave way to the load applied so the rubber

absorber received the full load of the tyre on one side and came off.

For the prototypes of version 3 (grass paver) a slot was cut into the rubber jacket, surrounding

the rail. The foil was pushed into the slot with difficulties and though glued did not clung very

well.

2.1.4 Drainage/Base Layer

For the first fatigue test run the drainage layer of the prototypes was made of gravel with grain

sizes 8/11 mm (version 1-3) as well as of split (8/16), (version 1-3). A more stable behaviour of

split compared to gravel was expected, due to its shape. This layer is usually constructed as fine

plane with a 1% slope towards the middle of the track.

Figure 4: Split (8/16) Figure 5: Gravel (8/11)

Since those materials were not stable enough during the test (neither split nor gravel) they were

replaced by a mixture of mineral materials (0/32) in both prototypes of version 1 (drain

concrete). This material was far more compressible and therefore was stable enough to carry the

load of emergency vehicles (wheel load during fatigue test: 3.5 t).




Figure 6: Mineral mixture (0/32)

2.1.5 Special Absorber

Drain concrete (TioCem)

A new material, drain concrete “TiOCem” developed by HeidelbergCement has been tested

and can be implemented as special absorber.

Figure 7: Drain concrete (HEIDELBERGCEMENT)

Figure 8: Conversion of NOx to NO3- by titanium dioxide and UV-radiation (HEIDELBERGCEMENT)




Drain concrete is an open porous concrete which possesses a good noise absorption, with up to

5 dB(A) (RIFFEL, HEIDELBERGCEMENT), is drainable, therefore increases evaporation and

converts NOx to NO3- by incorporated titanium dioxide.

Figure 9: Typical composition and quality requirements of drain concrete

Concrete strength class C 20/25

Aggregate Fine flint 5/8 mm 1,450 – 1,500 kg/m³

Cement CEM I 32,5 R 300 - 350 kg/m³

Water (Fresh water) 50 - 55 kg/m³

Synthetics dispersion20 % of weight (10 %

solids)60 - 70 kg/m³

w/c-factor 0.24 – 0.26 (effective)

Consistency V 1.30 – 1.34 (C1)

Void content P 20 Vol.-%

Compression strenght fck* 25 N/mm²

Bending tensile strenght fct* 3.5 N/mm²

Splitting tensile strenght fct* 2.7 N/mm²

Adhesive tensile strenght fct 1.5 N/mm2

Static modulus of

elasticityB 16,000 – 18,000 N/mm²




Porous rubber (CDM 46)

The CDM porous rubber mat 46 is made of rubber granules of shredded tires which are bonded with a

polyurethane binder under high pressure. During impedance measurements in the previous year this

mat showed the best noise absorption of the tested materials (see progress report D1.3).

Figure 10: Porous rubber mat (CDM 46)

Figure 11: Typical composition and quality requirements of CDM 46

Prescription Unit CDM-46

Material Resin bonded rubber

Colour black

Density - ASTM-D297 kg/m³ 990

Shore hardness -ASTM-D2240 °A 50-60

Tensile strength – ASTM-F152 MPa > 0.5

Elongation at break - ISO-37 % > 40

Compressability at 2.8 MPa – ASTM-F36 % 30-50

Recovery at 2.8 MPa - ASTM-F36 % > 90

Compression set 50%/23°C/70h – DIN53572 % < 10




2.2. PROTOTYPE 1 (SPECIAL ABSORBER – DRAIN CONCRETE)

In Prototype 1a special noise absorbing drain concrete was implemented next to the rubber

jacket which encapsulates the rail. The drain concrete replaces the upper part of the in Brussels

usually used concrete beam, surrounding the rubber jacket. The dimensions of the drain

concrete are 51 mm (thick) x 90 mm (wide).

Figure 12: Prototype version 1, special noise absorbing and NOx converting TioCem drain concrete

next to rail




Figure 13: Installation of TioCem drain concrete

Figure 14: 6 empty test bodies for fatigue test,

IASP

Figure 15: Drainage layer filled in (version 3)

Figure 16: Anti root foil (version 2) Figure 17: Fitting of grass paver to test body shape

(version 3)




Figure 18: Drain concrete prototype, ready for testing

2.3. PROTOTYPE 2 (SPECIAL ABSORBER – RUBBER MAT)

Prototype 2 is a variation of Prototype 1. The difference is an additional material (special noise

absorber) implemented next to the rail on top of the concrete which can be used to drive on.

This accommodates operators which prefer a firm shoulder next to the rail. For the prototype

the rubber mat “CDM 46” is used. This material can be prefabricated and installed with lower

efforts than the slightly more noise absorbing drain asphalt. The dimensions of the rubber mat

are 51 mm (thick) x 90 mm (wide).

Figure 19: Prototype version 2, noise absorbing porous rubber mat (CDM 46) as hard shoulder




For the prototypes in version 2 a slot was cut into the rubber jacket, surrounding the rail. The

foil was pushed into the slot with difficulties. The 0.5 mm anti root foil was glued between

absorber and concrete by means of Sikaflex glue. But as already predicted the bonding was not

satisfactory.

Figure 20: Rubber absorber test body, ready for testing

2.4. PROTOTYPE 3 (GRASS PAVER)

In version 3 grass paver replaced the upper 5 cm thick layer of the concrete beam and reached

up to the rubber jacket. The foil was put, with difficulties, into a slot within the rubber jacket.

The rest of the foil was glued to the concrete beam by means of Sikaflex. The bonding was not

good enough though, so the foil already came off during installation of the vegetation system.

Figure 21: Prototype version 3, grass paver up to rubber jacket, surrounding the rail




Figure 22: Test body with grass paver up to rubber jacket, ready for testing




3. DESCRIPTION OF PROTOTYPES WITH ARTIFICIAL GRASS

3.1. ARTIFICIAL GRASS

Artificial grass finishing has the following advantages :

• possibility to install on existing track• low grass maintenance• fast and easy installation• permanently green• low life cycle cost compared to natural grass• good noise absorption• improved quality of last generation artificial grass

The technical specification of the high grade artificial grass CDM used for the prototypes are :

Fibres 100% polyamide, 14.000 dtex

100% monofilament (straight and curled)

Number of knots/m² 17 640/m² +/- 10%

Number of filaments/m² 400 000/m² +/- 10%

Strength of fibres 315N (Pr EN 13864)

Recuperation of fibre after bending 83,5° after 60 min.

Height of fibres 38 mm +/- 5%

Shrinkage height 15 min. at 150°C 2 mm

Withdrawal force fibres 47N (ISO 4919, BS 5229)

Fixation of fibres Latex rubber

Total weight 3 364 gr/m² +/- 5%

Filling No filling necessary

Colour Green (4 ranges of colours)

Colour fastness Scale 7 (DIN 54004)

UV-Stability > 6000 hours (DIN 53387)




Chlor resistance 4-5 (DIN 54019)

Resistance to sea water 4-5 (DIN 54007)

Water permeability 6e4 m/sec

Inflammability Class 1 (DIN 51960)

Toxic fume emission None ITC = 33 (NF X 70-100)

Acoustic absorption coefficient 0,54 at 2037 Hz (tube of Kundt test,

ISO 10534-1)

For the gluing of the grass a Polyurethane based adherent was used. Figure 23 shows the very

realistic looks of the artificial grass.

3.2. TRACK DESIGN

The global track design which will be used for the validation track in Brussels (SP 3.2) is shown

in figure 26. The jacketed rails are embedded in the concrete slab which is covered with the

artificial grass layer. Rain water drainage is guaranteed via sideward inclination of the slab

surfaces.

Figure 23: Looks of a high grade artificial grass sample




Figure 24: Cross section of track construction with artificial grass surface layer

3.3. ARTIFICIAL GREEN TRACK PROTOTYPES

Four test blocks with two different types of artificial grass finish (high grade with a very

realistic look and lower grade grass) and two different adherence techniques (glued on concrete

slab and integrated into the fresh concrete) were made for testing on the STUVA ring. When

putting the artificial grass layer directly in the fresh concrete, metal sheets were placed along

the sides of the jacket to protect them against mechanical deterioration by the occasional road

traffic.

Figure 24 shows the metal works construction and glueing of grass on a test block which will fit

in the STUVA test ring set up for prototype testing.

Figure 24: Test block construction and grass application process




Version 1: Artificial grass -5mm top of rail (TOR) - rail perpendicular wheel

2 types of artificial grass were used for this test body: low density and high density. One rail has

metallic plates to protect the jacket, the other one has not. This way the difference can be

compared after the test.

Figure 25 Version 1

Version 2: Artificial grass -5mm TOR – rail longitudinal wheel

The rail is placed in the same direction as the direction of the wheel of the test circuit. Metal

plates are used to protect the jackets. Only high density grass is tested.




Figure 26 Version 2

Version 3: Artificial grass glued TOR - rail perpendicular wheel

2 types of artificial grass were used for this test body: low density and high density. No metallic

plates are used.

Figure 27 Version 3

Version 4: Artificial grass -5mm TOR – rail longitudinal wheel

The rail is placed in the same direction as the direction of the wheel of the test circuit. No metal

plates are used. Only high density grass is tested.




Figure 28 Version 4

The four blocks were finaly shipped to STUVA for wear testing.

Figure 29 Prototypes before transport to STUVA




4. TESTS AND ACTION PERFORMED

4.1. PRE-CULTIVATION

During the pre-cultivation process of Sedum in grass paver several questions of practical

realizations appeared and have to be solved. Focus is being laid on an economic production

process to simplify pre-cultivation for further test zones. For further details see D1.3 (2008).

4.2. FATIGUE TESTS

The fatigue test at STUVA in Cologne is supposed to test the interaction of the system parts

under the load of a lorry wheel. This simulates the use of the system by emergency vehicles for

instance over 10 years.

Figure 30: Fatigue test at STUVA

Tested were: the fatigue of the whole system and its single components as well as their

interaction. For further details and results see D1.3 (2008).




5. TESTS AND ACTION PLANNED

5.1. NOISE MEASUREMENTS AT BRUSSELS TEST SITE

At Brussels test site different track designs are going to be tested for noise absorption behaviour

at 4 different zones. Three Sedum versions and one artificial grass version are planned to be

installed and tested. Placing these zones right next to each other a comparison of the noise

absorption behaviour at probably exactly the same conditions can be made.




6. PROBLEMS ENCOUNTERED

IASP

During the fatigue test the drainage material had to be changed, as both split and gravel were to

similar in grit size and therefore not compressible enough. This caused loss of time, with the

effect that firstly only 2 prototypes (version 1) were being tested properly and secondly that this

test only comprised 4600 wheel crossings. Consequently not all test questions have been

answered.

No suitable grass paver for our pre-cultivation purposes is on the market. Producers are not

interested in developing a new design at the moment, because of high costs for a new mould.

Moreover, an industrial bonding of the foil to the sides of the track is needed. It is being tested

at the moment if a pre-cultivation without fleece was feasible.

CDM

None.

DELIVERABLE D1.4 SMALL PROTOTYPES OF … Andaluces FA-DGT ES ... Problems Encountered ......

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