Slide 1 Urban Track · PDF fileUrban Track Conference. Slide 2 1. CDM. ... MDM’s choice...

REMS : Removable Embedded Metro System

Patrick Carels, CDM

Prague, 24-6-2010

Urban Track Conference

1. CDM. The Company

2. Urban Track REMS

General Structure. Areas of business

CDM. The company

Vibration Isolation Systems

TRACK

INDUSTRY

COMPONENTS

BUILDING

Active in the field of N&V control since 1951

Developing a worldwide partner network: Europe and Africa North and South America Middle and Far East Australia

A team of engineers, focusing on solutions & performance for the best price-qualitative solution to a given situation (Customized design)

Not depending on obligatory use of certain products or materials; CDM uses the latest technologies on the level of elastic composites, springs, air cushions, resin-bonded rubber…

Possessing in house-testing materials

Verticaly integrated value chain

CDM. The company

Some of our rail solutions CDM. The Company

Some building applications

CDM. The company

CDM components testing

CDM. The company

CDM LABORATORY

Static and dynamic stiffness (250kN press) of components and systems

Low frequency long term fatigue

Creep

Physical material tests

COLLABORATIONSTechnical Universities, Leading Railway Institutes & Consultants

Real time tests on models

Certifications

In situ measurements

Resistance to hydrocarbons

Rheological characteristics

Saline mist tests

High frequency dynamic fatigue

1. CDM. The Company

2. Urban Track REMS

Trend:

Tunnels are more often equipped with track allowing multimodal use (rolling stock, emergency vehicles...) as well as easy evacuation of passengers in case of emergency.

Solutions:

A track superstructure with elastically embedded rails, integrated in a concrete slab that makes it possible to support the rail continuously without any mechanical fixation.

However, operators and permanent way owners are concerned about the easy replacement possibilities of the embedded rails.

Urbantrack:

WP1.1: Develop a Removable Embedded Metro System (REMS) WP3.1: Validation on site in Metro de Madrid Network

URBAN TRACK REMS

Metro LA

Metro Lisbon

State of the art analysis

: • Costly natural rubber rail encapsulation components ( 3, 4 )• Limited noise and vibration attenuation ( 1, 2, 5 )• Use of uncommon rail profiles ( 1, 2, 6 ) • Railhead not flush with slab ( 2, 3, 5 )

1. Nikex

2. Balfour Beatty

3. Ortwein

4. Sheridan 5. Beton & Monierbau

URBAN TRACK REMS

6. ReRail

MDM’s choice :Double jacket :

(1) External jacket put in contact with the concrete

(2) Internal jacket fixing the rail with “key” system

Concept

development

:Removable Embedded Metro System

A

BC

D1 1

22

Key

1

URBAN TRACK REMS

Final unlocking and replacing concept of the rail

Only the rail is replaced, rubber keys and filler blocks are re-used

To avoid tolerance problems when reassembling all rubber parts are to be put in their original location again

URBAN TRACK REMS

Three stiffness classes :

CLASSIC 15 - 20 MN/m/lm-rail

COMFORT <10 MN/m/lm-rail

COMPACT 30 - 40 MN/m/lm-rail

4862

URBAN TRACK REMS

Installation concept

First phase

5. Finishing layer4. Removal of JIG’s3. Pouring of first concrete layer

Second phase

2b. Screwing adjustment device 2a. Positioning with JIG’s1. Jacketing

URBAN TRACK REMS

Compact Classic Comfort

Only slight opening between rubber parts

Testing of blocks at CDM on Instron press

Under vertical load at 26°

and 30 kN (= 2 x design load)

URBAN TRACK REMS

Compact Classic Comfort

Max. vertical deflection 1,22 1,58 2,99 mm

Res. frequency 73 46 40 Hz.

Static Rail-modulus 35 26 13 MN/m/lmrail

Dynamic Rail modulus 162 65 48 MN/m/lmrail

Static spring cte 60 49 30 MN/m

Dynamic spring cte 281 121 105 MN/m

REMS system performance results

Insertion of wedges

Keys are taken out with help of plyers

Rail extraction

Re-insertion

Rail replacement

Re-insertionRe-locked

Rail removal

test at

CDM

URBAN TRACK REMS

2D FEM analysis : visualization of stresses under 26° inclined load

REMS Comfort

Vertical stiffness : 14.458 MN/m/mLateral stiffness : 7.867 MN/m/mRail extraction stiffness : 3.897 MN/m/m

URBAN TRACK REMSTests at Polimi

Polimi test setup and test programm

Dynamic tests URBAN TRACK REMS

05

1015

2025

30

010

2030

4050

6070

8090

0

20

40

60

80

100

120

140

160

180

200

[Hz]

COMPACT Vertical stiffness per unit length Load amplitude: 10% of Q0 Sample inclination: 0 deg Before fatigue test

% of Q0

[MN

/m/m

]

Fatigue tests

0 0.5 1 1.5 2 2.5 3x 106

150

155

160

165

170

175

180

185

190

195

200

N. of cycles [-]

[MN

/m/m

]

COMPACT: Dynamic vertical stiffness - Load: 0kN - Q - Load direction: 26 deg

URBAN TRACK REMS

0 5 10 15 20 25 30 35 40 45 500

1

2

3

4

5

6

7

8

[mm]

[kN

]

CLASSIC Rail pull-out

Maximum pull-out force of 7.16kN at 20.4mm

Applied force vs. rail vertical displacement

URBAN TRACK REMSVertical rail pull-out

0 5 10 15 20 25 30 350

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

[mm][k

N]

COMFORT Rail longitudinal restrain

Stepwise change of the sliding speed to see its influence on the friction forces

Maximum force of 1.05kN for 2mm/min sliding speed Maximum force of 1.15kN for 10mm/min sliding speed

URBAN TRACK REMSLongitudinal rail restraint

URBAN TRACK REMSAgeing setup

7 days in alkaline solution of slaked lime Ca(OH)2

pH = 11 temperature = 40°C pump for water recirculation

0 5 10 15 20 25 30140

150

160

170

180

190

200

[Hz]

[MN

/m/m

]

COMPACT Vertical stiffness per unit length Load amplitude: 10% of Q0 Sample inclination: 0 deg Preload: 90% of Q0

Before aging testAfter aging test

0 deg –

90% preload

Vertical stiffness per unit length [MN/m/m]

as a function of frequency

0 5 10 15 20 25 300

0.5

1

1.5

2

2.5

3

3.5

[Hz][M

Ns/

m/m

]

COMPACT Vertical total damping per unit length Load amplitude: 10% of Q0 Sample inclination: 0 deg Preload: 90% of Q0

Before aging testAfter aging test

0 deg –

90% preload

Vertical damping per unit length [MNs/m/m]

as a function of frequency

URBAN TRACK REMSResults before and after ageing

Manufacturing of moulds for REMS production

Mould for locking brackets and rail filling blocks

Mould for keys and strip

Manufacturing technology : moulding of crumb rubber with PU binder

URBAN TRACK REMS

Validation tracks

TEST SITE 1 : METRO DE MADRID, August 2008 (Exterior Track, Canillejas depot)54 lmst in straight track: 18 lmst Compact + 18 lmst Classic + 18 lmst Comfort)

TEST SITE 2 : METRO DE MADRID, November 2009 (Tunnel, Access to Line 5)56 lmst in curved track of REMS-Comfort in tunnel

URBAN TRACK REMS

Site 1 Site 2

REMS installation, site 1

Jackets JIG’s U clip application tool

Jacketing U clip assembly

URBAN TRACK REMS

REMS installation, site 1

JIG installation Track leveling Setting of track gauge

Concreting Finished REMS track Finished REMS track

URBAN TRACK REMS

Straight rail replacement test, site 1

Extraction of keys

Lifting out of the rail

Insertion of plastic wedges

URBAN TRACK REMS

Cutting and welding simulation Re-insertion of rail

Re-insertion of rail Re-insetion of keys

Straight rail replacement test, site 1

URBAN TRACK REMS

URBAN TRACK REMSRail lift out test with two magnets

Magnet rated 1000 kg Magnet test setup

Friction between rubber REMS components is bigger than expected => two magents are not sufficient.

URBAN TRACK REMSREMS installation, site 2

Setting up track with gauges Concreting Finished REMS track surface

Counter rail in curve

URBAN TRACK REMSCurved rail replacement test, site 2

Use of rail jack Rail outside embedment

Track after curved rail re-insertion

Measurements test site 1 ( Ineco-Tifsa )• Stresses in the rail

• Vertical deflections

• Gauge openings

• Twisting of the rail

URBAN TRACK REMS

Measurements in original and replaced REMS railfor each stiffness class, during the passing of trains at different speeds

Various sensors

Test site 1

Stresses in the rail

MEDIA DESVIACIÓN ESTANDAR MÁXIMO MEDIA DESVIACIÓN

ESTANDAR MÁXIMO

20 Km/h 34.4 1.9 38.3 31.6 1.4 32.730 Km/h 31.0 1.3 33.3 31.6 0.3 32.040 Km/h 35.2 0.4 35.8 32.5 0.8 34.2

VELOCIDAD Km/h HILO EXTERIOR HILO INTERIOR

CLASSIC (MPa)


ESTANDAR MÁXIMO

20 Km/h 34.1 1.3 37.0 36.9 1.5 39.230 Km/h 33.3 0.5 34.3 36.7 0.4 37.540 Km/h 35.4 0.1 35.6 36.8 0.3 37.3

VELOCIDAD Km/h

COMFORT (MPa)HILO EXTERIOR HILO INTERIOR


ESTANDAR MÁXIMO

20 Km/h 27.6 1.4 28.6 29.3 2.4 31.730 Km/h 27.2 0.3 27.5 30.8 1.2 32.640 Km/h 29.0 0.3 29.3 26.8 0.6 27.6

VELOCIDAD Km/h

COMPACT (MPa)HILO EXTERIOR HILO INTERIOR

Maximum allowed strain (UIC54 with 900N/mm2 hardness) = 220N/mm2

URBAN TRACK REMS

OK

Deflections

-4,0

-3,5

-3,0

-2,5

-2,0

-1,5

-1,0

-0,5

0,0

0,5

1,0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Tiempo (seg.)

Des

plaz

amie

nto

(mm

)

CLASSIC COMFORT COMPACT

URBAN TRACK REMS

OK

Gauge stabilityCOMFORT stiffness class

Int. and Ext rail measurements: values > 0 means the rail trends to close the gaugeIn green, difference between Int. and Ext. measurements: values > 0 means opening of the gauge

-1.0

-0.5

0.0

0.5

1.0

1.5

2.0

2.5

3.0

5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Tiempo (seg.)

Des

plaz

amie

nto

(mm

)

P211 CABEZA HILO EXTERIOR P221 CABEZA HILO INTERIOR ANCHO VÍA

URBAN TRACK REMS

OK

Metro pass by during measurements on REMS track

Measurements test site 2 :• Stresses in the rail (Ineco-Tifsa)• Vertical deflections (Ineco-Tifsa)• Gauge openings (Ineco-Tifsa)• Twisting of the rail (Ineco-Tifsa)• Noise and Vibration (D2S)

Measurements :• On reference track and REMS track• In original and replaced rail

Polimi got data to check their FEM model

URBAN TRACK REMS

Sensors on reference track

Comparison Wall vibration levels: Ballasted track section and REMS system: Global equivalent RMS vibration velocity levels

72

74

76

78

80

82

84

86

88

0 10 20 30 40 50

speed [km/h]

[dB

ref.

1e-9

m/s

]

Ballast S1 LeqBallast S2 LeqREMS Leq

URBAN TRACK REMS

Comparison Noise levels Ballasted track system and REMS system: Global equivalent noise levels

70

75

80

85

90

95

0 10 20 30 40 50

Speed [km/h]

[dBA

ref.

2e-5

Pa]

REMS LeqBallast S1 LeqBallast S2 Leq

The measurements by Ineco-Tifsa

show that :•

all REMS versions behave better than ballasted track in terms of rail stress and rail displacements•

rail replacement on worst-case scenario REMS Comfort proved to cause only a slight impact on track behavior, which continues to be completely satisfactory

The measurements by D2S show that :•

wall vibrations are lower for the ballasted track section. This is most probably caused by a lower track bed

stiffness for the ballasted track compared to that of the REMS track•

noise levels on the ballasted reference track are lower than in the case of the REMS system.This is due to the acoustic absorbance of the ballast. Concrete reflects the noise more.

LCC with Metro de Madrid parameters :• Reference : booted sleeper track in existing tunnel • UT development : REMS track in existing tunnel

Booted sleeper trackin existing tunnel

REMS trackin existing tunnel

REMS : LCC reduction of 25%

(No socio economic benefits considered )

URBAN TRACK REMS

REMS validation

URBAN TRACK REMS

Criterion Target Validation result Comments

1. Rail flush with tunnel invert

Flat track surface in the tunnel Yes, easier emergency evacuation of metro passengers

Tyre vehicle traffic also possible

2. Initial installation in a minimum of time

18 m REMS in less than 48hours OK, REMS Installation of 18 m in less than 48 hours thanks to top down method with gauge frames

Only 56 m of REMS Comfort was installed in the tunnel

3. Minimum tunnel invert section

Reduce height of rail infrastructure by 200 mm

OK, the rail is embedded in the concrete track slab

-

215 mm compared to reference track

4. Three rail stiffness classes

* 30 –

40 MN/m/lm-rail

* 15 -

20 MN/m/lm-rail

* < 10 MN/m/lm-rail

Only the < 10 MN/m/lm-rail Comfort REMS solution was installed in the tunnel

Metro the Madrid was not interested by the two stiffer types

5. Electric isolation meeting the present standard EN13481

5 k Ω

km OK, using special paint on the rail Based on lab test results but not applied on validation site

6. Integrated safety lighting Flush with track surface, easy to install Appropriate LED rope lights were selected but not applied on site

MDM did not want to mix existing light with new LED rope lights

7. 18 m single track railreplacement in a minimum oftime

4 hours during night time window OK, if sufficient number ofworkers are available

Rail cutting and welding wassimulated but not realy

done

8. Vibration isolation Comfort system -12 dBv

comparedto direct fixation

Not OK. Tunnel wall vibrationsare higher than for ballasted track

Ballast track bed stiffness is probably lower than that ofComfort REMS

9. Airborne noise No increase Not OK Concrete reflects noise thewhereas ballast absorbs

10. Life cycle cost reduction 25% compared to reference system OK, even though no socioEconomic benefits wereconsidered

Tunnel tube infrastructure isnot included in LCC analysis

11. REMS installation cost less than 400 €/lm of track ex. Railsand concrete

OK

12. Non destructive railreplacement

Re use of rubber components, nodestruction of concrete embedment

OK Two successful replacementtests

13. Easy rail replacement Use of two magnets rated 1000 kgeach

Not OK, friction between rubberparts was more than expected

Welding lifting anchors onworn down rail head can bean alternative solution

14. Pass homologation tests Polimi

tests on REMS samples OK Metro de Madrid acceptsREMS for wider use innetwork

URBAN TRACK REMSREMS validation

The main development criteria like :

• flat track surface for tunnel emergency evacuation

• easy and non destructive rail replacement

• 25 % reduction in life cycle costs

• technical specs.

• cost

were all met.

Only N&V performance was not better than that of the ballasted reference track. Up to now no clear explanation was found for this.

Never the less Metro de Madrid approved the application of REMS for wider use in their network.

The REMS project has thus become a successful example of innovation in accordance with the Urban track goal to functionally develop track systems while keeping life cycle cost in mind.

URBAN TRACK REMSConclusions

Thanks for your attention !

R&D

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