OPTIRAIL D1 1 Knowledge Maintenance Operations VFinal

KNOWLEDGE
AVAILABLE
ON
MAINTENANCE
OPERATIONSANDSURVEYINGSYSTEMSHIGHSPEED&
CONVENTIONALLINES
Deliverablen:D1.1.
ECGANumber:
314031
Projectfulltitle:
Development of a Smart
Framework
Based
on
Knowledge
to
Support
Infrastructure Maintenance
DecisionsinRailwayCorridors
WorkPackage:
WP1
Typeofdocument:
Deliverable
Date:
15/03/2013
Transport;GrantAgreementNo314031
Partners:
VIAS(ES),SINTEF(NO),LTU(SE),ADIF(ES)
Responsible:
VIAS
D1.1. KNOWLEDGE AVAILABLE ON
Title:
MAINTENANCE OPERATIONS AND

SURVEYING SYSTEMS HIGH SPEED
Version:1
Page:2/124
&CONVENTIONALLINES
DeliverableD1.1.
KNOWLEDGEAVAILABLEONMAINTENANCE
OPERATIONSANDSURVEYINGSYSTEMSHIGH
SPEED&CONVENTIONALLINES
DUEDELIVERYDATE:M4
ACTUALDELIVERYDATE:M6
KNOWLEDGEAVAILABLEONMAINTENANCEOPERATIONSANDSURVEYINGSYSTEMSHIGHSPEED&CONVENTIONALLINES
Page2
DocumentHistory
Vers.
IssueDate
Contentandchanges
Author
06/11/2012
Firstversion
VIAS
04/02/2013
Secondversion
VIAS
11/02/2013
Thirdversion
VIAS
05/03/2013
Fourthversion
VIAS
DocumentAuthors
Partners
VIAS
ADIF
LTU
SINTEF
Contributors
Carlos Martnez, Manuel Menndez, Jorge Rodrguez, Jose
RicardoRoca,RosalaAlonso,HlneSiboni
Miguel Rodrguez Plaza, lvaro Andrs Alguacil, lvaro
MascaraqueSillero,DianaAlonsoGimeno.
DiegoGalar,RobertoVillarejo,CarlAndersJohansson,Behzad
Ghodrati
Andreas Seim, Narve Lyngby, Andreas kland, Trygve
Jakobsen.
Disseminationlevel:PU
Page3
DocumentApprovers
Partners
Approvers
VIAS
ManuelMenndez
CARTIF
MartaGalende,GregorioSainz
UGR
JoseManuelBentez
SINTEF
AndreasSeim
MERMEC
FrancoisDefossez
OSTFALIA
FrankKlawonn
ADIF
MiguelRodrguez
EVOLEO
PedroRibeiro
Page4
ExecutiveSummary
ThemainobjectiveofthisWPistoanalysehowthemaintenanceoperationshavebeenchangingoverthe
timeand,howareplanningandschedulingbydifferentrailwayadministratorsalongthecorridors,tostart
discovering and undertaking what requirements or needs implied the tracks maintenance and
conservationworksbetweencrossborders.
For that, it is mandatory to have an indepth knowledge about the railway tracks along the corridors
analysing the difference between countries, not only about what elements conform the tracks, at
superstructureandsubgradelevel,butalsowhatconstructiontechniquesarefollowedtoreachthequality
criteria, trying to identify if the subgrade have influence over the superstructure or what external
parametersaffectthetrackmaintenance.
Ananalysisoftrafficthresholdshavebeendoneinthesedeliverabletounderstandtheimportanceofthe
faults found on the track and understand the difference between the countries depending on the
characteristicsoftheirtracks.
Finally,wecanseeanoverviewofthedifferentkindoftrafficthatexistsalongthecorridorswithashort
descriptionofthemaincharacteristicsofthenetsandwhatresourcesareavailable.
Page5
TABLEOFCONTENTS
1.MAINTENANCEOPERATIONSOVERTHETIME......................................................................................................8
1.1HOWMAINTENANCETECHNIQUESCHANGEOVERTHETIME................................................................................8
1.2HOWMAINTENANCEISPLANNINGANDSHEDULINGALONGTHECORRIDORS,CROSSBOARDERS.....................11
2.THETRACKSALONGTHECORRIDORS.................................................................................................................21
2.1SUBSTRUCTURE.....................................................................................................................................................21
2.1.1SUBGRADE........................................................................................................................................................................21
2.1.2STRUCTURES.....................................................................................................................................................................31
2.1.3TUNNELS...........................................................................................................................................................................40
2.1.4DRAINAJEDEVICES............................................................................................................................................................46
2.2SUPERSTUCTURE...................................................................................................................................................50
2.2.1TRACKANDTHEIRELEMENTS...........................................................................................................................................50
2.2.2TRACKBED........................................................................................................................................................................63
2.2.3ECONOMICALANALYSES...................................................................................................................................................75
2.3TRAFFICTHERESHOLD...........................................................................................................................................81
2.3.1QUALITYINDEX,EVALUATIONVALUES,DECISIONSMAKING,ALONGTHECORRIDORS...................................................81
2.3.2LEVELING,ALIGMENT,CAMBER,WARP............................................................................................................................88
2.4DIFFERENCESBETWEENDIFERENTSKINDSOFTRAFFIC,PASSANGERS,FREIGHT...............................................107
2.5INFLUENCEOFINFRASTRUCTUREOVERSUPERSTUCTURE.................................................................................112
2.5.1EXTERNALAGENTS..........................................................................................................................................................112
2.5.2COMPARISONBETWEENTWOEMBANKMENTSBUILDWITHDIFFERENTMATERIALSOVERDIFFERENTFUNDATIONS118
3.REFERENCES....................................................................................................................................................122
Page6
Acronyms
JBV
Jernbaneverket,NorwayRailwayAdministrator
RCM
ReliabilityCentredMaintenance
TRV
Traffikverket,SwedenRailwayAdministrator
SJ
StantensJrnvgar
BV
Banverket
RENFE
RedNacionaldeFerrocarrilesEspaoles,NationalSpanishRailNet
AVE
AltaVelocidadEspaa,HighSpeedSpain
GIF
GestordeInfraestructuraFerroviaria
ADIF
AdministradordeInfraestructuraFerroviaria
CBM
ConditionBasedMaintenance
UT
UltrasonicTesting
UNE
UnaNormaEspaola,ASpanishStandard
NLT
NormadeLaboratorio,LabStandards
EV1
FirstChargingmodulus
EV2
SecondChargingmodulus
UIC
UnionInternationaledesCheminsdeFerInternationalUnionofRailways
TBM
Tunnelboringmachine
NSB
NationalNorwegianRailways
NS
NorwegianStandard
CR
CorazonRecto,StraightFrog
CC
CoraznCurvo,CurveFrog
CM
CoraznMovible,MovableFrog
NAV
NormaAltaVelocidad,HighSpeedStandard
NRV
NormaRenfe,RenfeStandard
MSEK
MillionSwedishKroner
alb
lateralbogieacceleration
avc
verticalaxleboxacceleration
alv
verticalcarbodyacceleration
avv
lateralcarbodyacceleration
JVTC
LuleaRailwayResearchCenter
Page7
1. MAINTENANCEOPERATIONSOVERTHETIME
1.1 HOWMAINTENANCETECHNIQUESCHANGEOVERTHETIME
In these chapter we are going to describe, from railway administrators view, how are changing the
maintenanceoperationsoverthetime.
NORWAY
Historically, maintenance and renewal in JBV have been governed by a body of technical rules (Teknisk
regelverk).Thebodyofrulescoveredbothwhatmaintenancemethodstoapply,howoften/whentoapply
themethods,andthresholdvaluesforcriticalquantitiessuchastwist,gaugefailures,typesofraildefects
etc., to determine intervention/renewal. In 1997 JBV conducted a pilot study to investigate whether
reliability centred maintenance (RCM) would give a more efficient maintenance. The results were
promising,andinthebeginningofthenewmillennium,thesocalledmaintenanceprojectwaslaunched.
Importantactivitieslaunchedwere:
AgoverningdocumentformaintenanceinJBV(Themaintenancehandbook).
Introducing MAXIMO as the computerized maintenance management system, and later adopted for
handhelddevicesusedatthetrack.
TheintroductionoftheconceptofgenericRCManalysis,pilotingthemethodforthesignaldiscipline,
andthentheremainingdisciplinesfollowed.
The introduction of the concept of local adaption, meaning that the results from the generic RCM
exercisesformsabasisforlocaladaptionbasedonlocalconditions.
Methodsforprioritizationofrenewalandlargermaintenanceproject.
TheconceptofsustainablemaintenanceincooperationwithTUGraz.
Intervaloptimizationmethods.
SWEDEN
The main advantages of rail transport are the large capacity and low energy consumption, but there are
drawbacks. The timetable application procedure is regulated by the Transport Agency; thus, TRV must
applyfortrackcapacityalongwithallotheroperators.AsallapplicationsaresenttoandprocessedbyTRV,
TRV sends its application to itself albeit to another department within TRV. The whole process is
monitoredbytheTransportAgency.
Page8
Statens Jrnvgar (SJ) (Swedish State Railways), founded in 1856, was a Swedish agency responsible for
operating and maintaining the states railways. In 1988, the railways and the infrastructure management
wereseparatedfromSJtoformanewagency,Banverket(BV)(SwedishRailAdministration.Tenyearslater,
new policies in 1998 divided Banverket into a client and contractor in order to increase efficiency and
effectiveness. The first outsourcing of maintenance started shortly thereafter (BV 2008). The de
monopolisationintheEUbeganin1991whenthevariousEuropeanstateswerecommissionedtoseparate
theoperationoftrafficfromtheIMs,sprangfromdirective91/440/EEC(EuropeanCommission1991).Itis
difficulttodirectlycomparestatesderegulationprocesses,astheirapproachesdiffer.Alexanderssonand
HultncalltheSwedishprocesstheincrementalapproach,theBritishprocesstherationalistprocess,and
the German and Dutch process the wait and see incremental process (Alexandersson et al. 2008).
ComparingwiththeUS,thederegulationofrailwaysinstarted1525yearsbeforetheEUderegulation,but
theprocessisdifferent,asitispredominantlyafreightmarket(Alexanderssonetal.2008).
In2001,theSwedishrailwayoperatorSJwasdisbandedandincorporatedintosixtoeightcompanies,all
ownedbythegovernment(Alexanderssonetal.2008,Esplingetal.2008).Twoofthecompaniesaretrain
operators,SJABandGreenCargo.Themonopolyofthetrainoperationwasendedin2009,allowingfree
competition.In2010,42operatorssubmittedapplicationsfortheannualtimetableof2011(TRV2010g).
TRVisoneoftheapplicants,e.g.formaintenanceactivities.
SPAIN
In1941,wasapprovedtheBasicLawonManagementofRailwayandRoadTransportgroupinginasingle
companytoallrailwaycompanieshadgaugesof1.668meters,thatis,RENFE,wasborn.
In1949wasapprovedtheGuadalhorcePlan,GeneralPlanforReconstructionandurgentReforms,which
recovers and strengthens the network and start the electrification of it, including the completion of
CentralizedTrafficCentersandautomationintrafficregulation.
In1975begantheresearchabouthighspeedlines,In1986wasapprovedtheRailwayPlanwhichhad
the objective of achieve speeds over 200 km/h, for that renewal works were done, launching the first
SpanishHighspeedlinein1992,AVE,AltaVelocidadEspaabetweenMadridandSevilla,whichwillreach
300Km/h.
Page9
Theresultofthereorganizationoftherailwayswasestablishingabodyresponsibleoftheinfrastructure,
forthemaintenanceofexistinglinesandtheconstructionofnewlines.ThisorganismistheGIF,Railway
Infrastructure Manager. The rolling stock and its exploitation are left RENFE, but gradually they may
circulateoverGIFlinesanyothercompanies.
InNovember2003publishedtheRailwaySectorlaw.Thislawtakeseffectin2005andmakesbreaking
themonopolyofrailtransportthatprevailedinSpainsincetheendofcivilwar.Theenforcementinvolves
the creation of ADIF, Railway Infrastructure Administrator who will be responsible for managing the
infrastructureandmakeinvestmentsfortheconstructionofnewlines.
The railway maintenance can be defined as the set of actions that ensure the quality of the rail track in
relationwiththerequirementsofthetraffic,owingtothe deteriorationoftheelements constitutingthe
trackasthecorrespondinggeometricparameters,byatmosphericagentsorbythevehiclespassingby.
This operation, called maintenance according to the status of the track, means an initial state of the
elementsandisnotallowedtothatlinesthatneedsarenovationstoreachthesestate.Beforethatpoint
reached,gradualrestorationswillbedone.
Theevolutionoftherailwasboundtothemaintenancedesign,thefirstmaintenancedefinedwasBreak
downmaintenanceeventualandimmediaterepairs,thiscorrectionscanvarythehomogeneityoftheroad
causingrapidwear,andpromptingprematurerenewals.
The faster increase of the trains speed, made fixing other criteria to define a new kind of maintenance,
based not only on the security of the travelers, but in their comfort, that was invest periodic revisions
thatmeanstocheckalltherailwayelements,actingovertheminadeterminateperiodoftime.
Later and as each materials have different degradation speeds was established a cyclical conservation,
defining frequencies depending on the element or in the geometric to maintenance, depending on the
characteristicsofthetrackandtheirtraffic,thatmeansthatitwasmandatorytoestablishtheoperations
andthefrequencyofactingtoobtainahomogeneityoftherailsuperstructure.
One more time, the evolution of the techniques introduced in the railways and in the rolling stock
decreased the importance of railway elements checking, improving the using of geometric parameters
Page10
whichinvolvetheuseofheavymachinesforthedetectionandclassificationsofthefailuresmergingintoa
Maintenance according to the state of the track which acts on the parameters and elements where a
failureisknownanditsdevelopmentwillmakenecessaryanimmediatelyperformance,hereistheneedto
definecorrectiveactions.
1.2 HOWMAINTENANCEISPLANNINGANDSHEDULINGALONGTHECORRIDORS,CROSSBOARDERS
NORWAY
RELIABILITYCENTREMAINTENANCE:
When the maintenance project was launched in JBV, one of the first activities was to plan for the
implementationofreliabilitycentredmaintenance(RCM).Sincethenumberofcomponentsisverylarge,it
wasconsideredimpossibletoconductaRCManalysisforeverycomponentonthetrackalongtheline,e.g.,
all turnouts of a railway line. To cope with this challenge, the concept of generic RCM analyses was
introduced.Insuchagenericapproach,afictive(reference)lineof400kmwasconsidered.Forsuchalinea
representative set of components were assumed. For each component type, e.g., a turnout, a RCM was
thenconductedforthefictivesetofturnoutsonthatline.
Tospeedup,andharmonizetheanalyses,asetofTOPeventswereintroduced.TheseTOPeventswerethe
same for all component types, and covered safety events such as derailment, collision, fire, etc., and
punctuality events like full stop, reduced speed, running with 40 km/h on command from train control
centreetc.Totally,some1012TOPeventswereconsidered,andforeachofthemaconsequencecategory
wasassigned(forsafetyrelated tonumberoffatalities).Then,foreachfailuremodeencounteredinthe
analysis, the corresponding consequence category could be found by a simple lookup by specifying the
TOP event. To plot each event in a risk matrix, the only effort was then to assess the failure frequency
(withoutmaintenance)andmultiplywiththetypicalnumberofcomponentsonthereferenceline.
Theriskmatrixcomprisesthreerisklevels(green,yellowandred),whereforfailuremodesintheredareaa
preventivemaintenanceactivityismandatory,intheyellowareaapreventivemaintenanceactivityistobe
consideredandimplementedifitisefficient,andinthegreenareathedefaultactionisruntofailure,i.e.,
acorrectivestrategy.Theriskmatrixwerecalibratedsuchthatthetotalriskbyacceptingallyellowrisk
wouldnotexceed10%ofthetotalriskassociatedwithrailwayactivityinNorway.
Page11
TheuseofgenericRCManalyses,togetherwiththeuseofTOP eventsmadeitpossibletoworkthrough
almost all component types with a reasonable work load. The generic RCM analyses resulted in a set of
generic maintenance routines with generic intervals. These intervals were not undertaken any formal
optimization,andtheintervalswereinitiallysetbasedonhistoricalexperience.Theseintervalsaretobe
optimizedbyformalmethodsinthefutureaspartofacontinuousimprovementregime.
ThewayRCMhasbeenimplementedhasalsochangedtheviewonmaintenanceinconnectiontothebody
ofrules.Previouslythemaintenanceregimewasimplementedaspartofthebodyoftechnicalrules,both
withrespecttowhattodo,howoften,andinterventionlevels.AftertheRCMexerciseswereconducted,
theideaisthatthebodyoftechnicalrulesdeterminestherequiredqualityofthetrack,e.g.,limitsfortwist,
gaugefailuresetc.Theselimitsarebasedontechnicalcalculationsensuringthatgiventheselimits,itissafe
toruntrains.ThenRCMisariskbasedapproachthatshallverifythatthemaintenanceprogramkeepthe
trackwithinitssafeoperationalenvelope.
To optimize maintenance intervals, JBV has developed the computerized tool OptiRCM, since the TOP
event information is imported from the qualitative RCM, the quantification of the economic impact of a
failuremodeiscalculateddirectlywithoutanyeffortfromtheuserofOptiRCM.However,thequalitative
RCMdoesnotcontainanyinformationregardingcostofpreventiveandcorrectivemaintenance.Hence,an
inputmoduleisprovidedwherethemaintenancecostisspecified.
Forultrasonicinspectionoftherails,adedicatedmodel,theOptiULmodelhasbeendevelopedandused
byJBV.
An economical model has also been developed to assist in the prioritization of renewal and larger
maintenanceprojects.ThemodelisimplementedinthePriFotool.ThemainobjectiveofusingthePriFo
toolistoassisttherenewalmanagerateachlinetoprioritizetheprojectsheorshewouldbringforwardto
thecentralbodyresponsiblefordistributingresourcestotheadministrativeareas,andthereaftertoeach
line.
SWEDEN
Maintenance is divided into preventive and corrective maintenance; see Figure 1 for the respective
subcategories. TRV is in favour of preventive maintenance and, as much as possible, condition based
maintenance(CBM).
Page12
FIGURE1:STRUCTUREOFTHEMAINTENANCEACTIVITIES
PREVENTIVEMAINTENANCE
CONDITIONBASEDMAINTENANCE:
CBM should be carried out in such a way that the lifetime of the assets is maximised. TRV uses five
inspection classes, B15; these are a function of train speed and traffic volume. The boundaries of each
class are found in Figure 2. For example, class B2 is for speed limits 40 to 80 km/h and traffic of 0 to 8
millionoftonpertrackandyear.
FIGURE2:THEFIVEINSPECTIONCLASSESUSEDBYTRV,CLASS=F(SPEED,TRAFFIC)
Every asset must be inspected a certain number of times each year depending on the class and the
followingfactors:
Page13
Trainspeed
Geotechnicalprerequisite
Trafficvolume
Technicalstructure
Typeoftraffic,e.g.hazardousfreight
Builtinsafetysystems
Typeofsurroundingenvironment
Ageandconditionofassets
For example, the rail has to be inspected once a year for class B1, twice for B2, and three times for the
otherclasses.However,thenumberofinspectionscanalsobelowerthanonceyearly,e.g.onceeveryfour
years.
The safety inspections are more comprehensive than the maintenance inspections. These inspections
considerthefactorsthatmaycauseriskorharmtohumansand/ortheenvironment,suchastraffic,power,
work,thirdperson,operationandenvironmentalaccidentsandincidents.
TRVs inspection instructions apply to regional primary maintenance contracts and national maintenance
contracts.Thus,theyincludeinstructionsfortrackgeometryandultrasonictestingcars.
Inspection results are classed differently for the two kinds of inspections. For safety inspections, the
classifications are: urgent, week, month and before next inspection. For maintenance inspections, these
are:month,yearandwhentimeisfound.
Trackgeometrymeasurementisapartofthenationalmaintenancecontracts.Theregionalcontractorsdo
thetrackadjustmentsbuttheclientmustmakethetrackmeasurementdiagrams.
Another part of the national maintenance is testing with the ultrasonic testing car (UTcar). All marks
registeredbytheUTcararemanuallycheckedandregisteredinBESSY.
Optram is used to access and analyse data from the measuring cars. Optram is an online Java based
computer program. Using the asset structure of BIS, it combines data from track geometry cars and UT
cars.
Anupdatedlasersystemforcontactwiremeasurementshasrecentlybeenimplemented.
Page14
TRVhasanextensivenetworkofdetectorsinSwedenforconditionbasedmaintenance(CBM);about160
detectors in total. The detectors give automatic alarms or data for manual analysis. Preventive
maintenance of the detectors is regularly carried by contractors. Table 1 shows the various types of
waysidedetectorsusedinSweden.
Indicators extracted from are related to the rolling stock and therefore out of the scope of this report.
Nevertheless, the rolling stock is as important as the infrastructure since it will be in similar condition
(Lardner1850).
TABLE1:RAILWAYWAYSIDEDETECTORSANDTHEIRFUNCTIONINTHESWEDISHRAILWAYNETWORK
PREDETERMINEDMAINTENANCE:
TRVsBVF817regulateshowthepredeterminedmaintenanceactionsaretobeperformed.Examplesare
lamp bulb replacements, battery replacements, traffic information boards maintenance, relay tests,
insulatedjoints,tighteningscrews,lubricatingswitchesetc.,controllingraillubricationmachines,cleaning,
calibration, visual inspections. For facilities, it includes the control of redundant power plants, the
recommendationsfrommanufacturersorempiricalknowledge.Periodicityvariesfrom26timesayearto
onceeverytenyears.
FAILUREIDENTIFICATIONANDFOLLOWUP:
AllpersonswhofindafaultintherailwayorsuspectafaultareaskedtoreportittoTRVsoperationcentral
in the region in question. Often the person reporting a failure is the train driver. The central operation
registers the fault in the computer program Basun as a work order. Basun is used to handle traffic
informationwithinTRV.FaultsareregisteredinBasunbutthedataaretransferredtoanothercomputer
program,Ofelia,forfollowup.Theoperationcentralscontactthemaintenancecontractorforrestoration
Page15
ofthefaultysystem.Whenaworkorderiscompleted,itisregisteredinOfeliabythecontractor.Followup
canbedoneinOfeliabycontactingtheoperationcentralandreportingthemeasuretaken.Thecompletion
andclosingofworkordersmustbecarriedoutwithin24hours.
CompulsoryfieldstofilloutinOfeliaare:
Position
Actiontaken
Systemtype
Timeatworkstart
Actualfailure
Timeatworkcompletion
Causeoffailure
Immediatecorrectionmustbetakenifthefaulthasanysymptomsthatcan:
Influencesafety
Disturbathirdparty
Causedelayedtrains
Involveenvironmentalhazard.
Createenvironmentalrisksintheworkplace
Actions taken as a result of safety and maintenance inspections are not registered in Ofelia; since 2010,
Rufushasbeenused.
TherepairprocessofanurgentfaultisshowninFigure3.
FIGURE3:FAILUREIDENTIFICATIONANDFOLLOWUP
Page16
POLAND
InPoland,themaintenanceoperationisgovernedby"TechnicalconditionsId1"(D1),refertothetracksof
international gauge railway lines and establish the scope of maintenance requirements of the
superstructureforthesafeoperationofthetechnicalparametersdefinedforcertainlineoperation.
Thediagnosisoftherailtracksincludes:
Visualinspection,testandmeasurement,
Analysis,evaluationandinterpretationoftheresults,
Developmentoftheconclusionsandrecommendationsofoperationandmaintenance,
Recordingandarchivingoftestresultsandmeasurements.
Thetestsmustshow,directlyorindirectly,thenumericalvaluesofthefollowingparameters:Permissible
speed,permissibleaxleload,gaugeoftheworkandpermissibletrainweight.
Theseresultswiththediagnosticresultsofthetrackbedlayersare,amongothers,thebasisfordecisions
onthefollowingareas:
Toaskforthepermanentortemporallychangeoftherailwayoperationtechniquesparameters,e.g.
railwayqualification,changesoverthemaximumpermittedaxeload
Todefinethekind,scope,placeanddeadlineofmaintenanceoperations.
Changethetimingandscopeofthediagnostictestsperformedperiodically.
Tokeepthetrackinsidethecurrentlyclass.
Thetestsaredividedin:
Basic:mandatoryinallkindsofrailtracks,theyinclude:
y
Visualexaminationandmovement(alsomotorwagons);
Technicaltests(checks)withspecializedapparatusmeasuringthegeometricparametersoftherail
trackandtheelementsofitsstructure;
Measuresandtestingusingmeasuringandworkvehicledevices.
Special:madeoversomerailtrackclassesorwhentheresultsofstandardtestsareinsufficienttomake
thedecisions.
Themeasurescanbedoneandinterpretedbyauthorizedworkersoftherailwayadministrator.
Page17
Inthecaseofunsafelytrafficsituation,theworkerwhodetectedthissituationmustreportimmediatelyto
thenearestcommandpost,then:
Organizeandensuretheconditionsforthetimelycompletionofthediagnostictest.
Definesthetypeandscopeoftestingexpresslycomplementary.
Based on the evaluations and analysis of the results of measurements and tests maintenance
operationswillbedecided.
Thetype,scopeandfrequencyofdiagnostictestingofmaintenanceandoperationoftherailwaylinesare
definedinthefollowingdocuments:"visualexaminationinstruction,testingandmaintenancetechniquesof
railway lines switches" Id4 (D6) , "Instruction monitoring of railway lines" Id7 (D10), "Instruction
diagnostictracksuperstructure"Id8,"Instructionofdefectoscpicastestingofrailsandweldsbyfusionand
pressureoftherailwayslines"Id10(D16),"Instructionoftakingmeasurements,testingandevaluatingthe
state of the rails "Id14 (D75). The diagnosis of the superstructure must be attached to the diagnosis of
subgradelayerswhosearedefinedinthe"MaintenanceTechnicalconditionsforsubgradelayers"Id3(D
4).Dependingontheageandconditionofthesuperstructureandtheintensityandtypeoftrafficthehead
oftheorganizationalentityimplementationcanincreasethefrequencyofdiagnostictests.
SPAIN
Alltheelementsofthetrack,suchasthematerials
thatmakeitupandthegeometricparametersthat
relatetoeachother,woreoutduetotheeffectsof
atmospherics agents and the vehicles driving on
them. In order to continue with their functions,
they have to be performed a set of actions to
ensure the quality of the route in relation to the
needs of the traffic. The maintenance tasks are
aimed at ensuring the safety of the circulation,
reachingthemaximumpossibledegreeofcomfort
for travelers and maintaining regularity indices
FIGURE4:SCHEDULEDMAINTENANCE
thatcharacterizethetrainsoneachtrack.
Page18
InSpain,themaintenancemodeladoptedisthecalledConditionbasedmaintenanceorbystate.The
basis of this system is to maintain continuous intensive monitoring of the elements and track geometry.
TheinterventionthresholdsareashighasaHSLdemands.ThismodelhasbeenusedinSpainsince1992,
yieldingexcellentresultsbothintermsofpeopleandtrainsafety,punctualityandreliability,etc.
Thisconditionbasedonmaintenancemeans:
Throughknowledgeofsubstructure,railsandinstallations;
Definitionoftherailstatusparametersandqualitystandardsaccordingtotheconditionsofoperation;
Anticipationoftheevolutionoftrackqualitydeterioration;
Referencestopreviousactionsandstatus;
Analysisanddiagnosisofthecausesoffaults;and
Systematicandorderlyuseofheavytooling.
Therefore,actionscanbegroupedintwodifferenttypes,accordingtotheirpurpose:
Thoseaimedatdetectinganomaliesthataffectormayaffectsafety;and
Thoseaimedatfollowinguptheevolutionoftheparametersrelatedtousercomfort.
With all the data from dynamic auscultation, geometric auscultation, cab train inspection and on foot
inspections we have the information necessary to schedule maintenance work. The analysis of the
acceleration graphs is very useful and it reaches its maximum operational and effectiveness if the most
importantelementsofthesuperstructurearelocatedonit.Fromthesestudies,theworkstobedoneinthe
track are scheduled, taking into account those that need treatment with heavy machinery or specific
studies of topography or dynamic auscultation confirmation to solve the problem. Also those areas or
pointswhosetreatmentrequiresmoreinvestmentandspecificplanningareidentified
Page19
Operation
Resources
Output
Test
Controlovertrackstate
Diagnosis
Geometrictest
Dynamictest
Ultrasonictest
Trackvisualinspection
Routeontraincab
Railsurfacecontrol
Railtrackcomponents control.
In situinspectionsofthe
failures
N.R.Vrules
Determinationof
correctivemeasures
Schedules
N.A.Vrules
Maintenanceregulations
Knowhow
Priorityworks,with
availableresources
Faultsdetecting
Identifyingthecause
Determiningthetypeand
urgencyofintervention
Humanresources
Materialresources
Intervals
Workstobedone
Ownresources
Subcontracted
FIGURE5:PROCESSSCHEMEFORWARDTOSETTHECONSERVATIONOFTHERAILTRACK
Page20
2. THETRACKSALONGTHECORRIDORS
2.1 SUBSTRUCTURE
2.1.1 SUBGRADE
Subgradeisthelayerbelowthesubballast.Itsupportsthestressestransmittedbythetracktothesoil.The
subgradeisthefirstlayerofthesoilinrailwayinfrastructure.Ithastobedesignedaccordingtothestresses
thatitwillhavetosupport.
Herewecanseethedifferentkindofsubgradesindifferentcountries.
NORWAY
CHARACTERISTICSOFTHEDIFERENTSLAYERS:
Thesubgradeshallformasolidbaseforunderandsuperstructure,andotherwisetasktoadjustthepathto
thedesiredheightabovetheterrain.
Ifthefillingismadeupofthesamematerialsasthereinforcinglayer,itwillnotbenecessarytoflattenthe
troughbottomwithcamberintransition.Inthebottomofthefillitmaybenecessarytoaddafilterlayerof
graveltowardstheground.
MATERIALS:
The filling should preferably be made up of friction material, but beyond this it can be used by certain
policies:
allsoilsthatarenotclassifiedasclay,siltyclay,claysiltandorganicsoil
drycrustclay,exceptionallyandalwaysalongwithporouskind
FILTERLAYER/SEPARATINGLAYER:
Afilterlayerunderrockmaterialsmaybeconstructedofgravelorsand.Thelayerisbuiltupsothatthe
filtercriteriaaremet.Foradescriptionofthefiltercriteriaitisreferredto"StatensVegvesen"(Norwegian
nationalroadadministration)Handbook018.
Page21
GEOMETRICDEFINITION:
1.
Cuttings
Cutting is performed in soils to establish adequate room through the terrain for the construction of the
path.
Thedesignandsizewillprimarilybedeterminedbytherequirementsfortheminimumcrosssection,and
theplacefactorsrelatedtosoilconditions,snowfallandsnowaccumulation,drainage,water,wastewater,
noiseandterrainadjustments.
Table2indicatesmaximumallowableslopeanglefordifferentsoils.
TABLE2:MAXIMUMSLOPEANGLEFORDIFFERENTSSOILS
GROUND
CONDITIONS,SOIL
Maximumslope
STONE
1:1,25
FINESAND/SILT
GRAVEL,COARSE
SAND
1:1,5
DRYLAYERED
1:2
CLAY
WATERSATURATED
considerespecially
1:2
Thedeepcutsinfinegrainedsoil,siltclay,thecuttingstabilityspeciallyconsidered,usuallyonthebasisof
completedinvestigations.
2.
Embankments
Thegeometryoftheembankmentshallgenerallybeasspecifiedintheplans,usuallydeterminedbynormal
profileforthepath,andlocalterrainandsoilconditions.
CONSTRUCTIONTECHNIQUES,EMBANKMENTSANDCUTTINGS:
1.
Embankments
1.1. Pinchout
If different types of materials is used in the landfill, these shall be spliced together by pinching out the
lengthofthepathdirection,sothattheoffendingwrinkles.
Page22
FIGURE6:PINCHOUTOFMASSESINANEMBANKMENT.SCHEMATICDIAGRAMOFTHELONGITUDINALPROFILE
1.2. Compression
The filling should be built up and compacted in layers. Maximum allowable aggregate size is 2/3 of the
thickness. Requirements for embankment structure will usually be satisfied with the performance by NS
3458Compression.
1.3. Slopeprotection
Whenusingatelephotodangerousmixsoils(eg.Moraine,siltysand/gravel)inthelandfill,itisassumed
thatslopesareprotectedwithwellgradedfrictionmaterials.
1.4. Clayembankments
Constructionofclayembankmentsshallbecarriedoutunderfavourableconditionswithlittleornorain.
Theclaywillbeconstruedin0.2mthicklayersandcompactedintoahomogeneousmasswithminimalair
content.Foreach1.4mlayerofclay,addeddrainagesandlayeris0.2mthick.Fillingslopemustbesteeper
than1:2,seeFigure7.
FIGURE7:SCHEMATICDIAGRAMOFCLAYEMBANKMENT
2.
Cuttings
Topsoilmustberemovedbeforetheactualcuttingworkisdone.Troughbottomleveledandconstructed
with3%crossslopetoavoidwateraccumulation.
Page23
Cuttingisperformedwithadaptedsideslopesoiltype,shearstrength,groundwaterconditionsandterrain.
Erosionprotectionacc.plansarecarriedoutforeachnaturaldigginglevelbeforethenextlevelexcavated.
Necessarycaremustbetakentoneighboringrelationship,eg.higherloadsoccurringuntiltheintersection.
SWEDEN
FILLINGFORRAILWAYEMBANKMENT(SUBGRADE)
Organiccontentofthesoilmaterialmustnotexceed2%byweight.Snowandicemustberemovedpriorto
fillingandpacking.Ofthefillingmaterialthatisavailable,thosefromthebearingstrengthofviewfavorable
shouldasfaraspossiblebeaddedontopofthefilling.
Innewconstructiononeofthefollowingthreesolutionsarerecommended.
Fillingwithblastedrock(CEB.31)
Thefillingmustbecarriedoutwithmaterialsofthetype1or3A.
Stonesizemaybeupto2/3ofthelayerthicknessaftercompaction.
Thefillingmustbecarriedouttosuchalevelthatthesurfacecanbesealedandleveled.
Fillmaterialshallbecompacted.
Iftheterracesurfaceiscontaminatedofsoilorblastedrockthisshouldberemovedandreplacedwith
new.
TerracesurfaceshouldbesealedwithmaterialsmeetingtherequirementsofDCH.16.
Fillingwithsoilandaggregatematerials(CEB.32)
Terrace surface should be performed with a height tolerance of + 30 mm. The requirement is for a
finished terrace and shall be fulfilled before overlying layers should be applied. If terrace is checked
andoverlyinglayersistobeappliedafternextwinteroraftertheterraceisadjusted,areinspection
shouldbeperformed.Duringinspectiontheterracehastobeunfrozen.
Fillingwithroughandintergrainysoilandcrushedaggregate(CEB.321)
Fillingshouldbecarriedoutwithmaterialsofthetype2or3B.
Stonesizemaynotexceedonehalflayerthicknessaftercompaction.
Fillmaterialshallbecompacted.
Fillmaterialmusthaveatemperatureabove+1degreeCduringpackaging.
Page24
Soils which can easily be frozen or erosion sensitive soils should in the slope be protected against
erosion.
Fillingwithmixedandfinegrainedsoil(CEB.322)
Fillingshouldbecarriedoutwithmaterialsoftype4or5A,butnotwithclayandsiltyclay.
Stonesizeoffillingshallnotexceedonehalflayerthicknessaftercompaction.
FillingshallbeperformedwithdrainagelayersinFigureCEB/5.
FillLotsofdemandsonlyingtimetobespikedoutlengthwiseonalengthofatleastthreetimesthe
layerthickness.
Page25
VARIABLE NORMALVALUE
VARIATION
VARIABLE
VARIATION
VALUE
0
af(m)
3,35
ak(m)
2,6
2,452,8
euh(%)
03
a1(m)
etv(%)
05
3,3*)3,5**)
eth(%)
05
3,4*)3;7**)
hr(m)
0,18
hs(m)
0,22
bm(m)
euv(%)
NORMAL
+3,3/3,4++
03
bv(m)
3,7
3,254,0
sm
01:01,5
bh(m)
3,7
3,254,0
su
1:02
1:1,51:2
b1(m)
0,4
01,0
s1
01:01,5
1:1,51:3
b4(m)
0,6
0,40,8
tm(m)
0,3
0,30,4
dk(m)
0,52
0,30,8
tu(m)
x)
d1(m)
0,4
01,0
t1(m)
xx)
0el.0,21,1
d4(m)
xxx)
0,61,6
t4(m)
0,15
00,2
NR
NAME
CODE
MATERAIL/TYPE
REMARK
Rail
60E1(h=172mm)
Rail
50E3(h=155mm)
Sleeper
Concrete
Sleeper
Wood
10
Ballast
DCH.31
MakadamballastClassI
500mm
1
20
Subballast
DCH.15
Crushedrock material
800mm
21
Subballast
DCH.16
Crushedrock material
Antifreezing(01400mm)semap
(subballastin2layers)
31,32
Subgrade
42,43
Material
CEB.321
blasted rock or soil and aggregate
CEB.322
materials
DBB.132
Geotextile,bruksklassN2N4
ifitsnecessary
separatinglayer
SPAIN
CHARACTERISTICSOFTHEDIFERENTSLAYERS:
Allthedifferentlayersofarailwayplatformmustbebuiltwithadequatematerials,properlycompactedto
reachtherightslopeandtheacceptabletolerance,anddrainagepropertiesifnecessary.
Page26
Therearefourdistinguishedlayers,foundation,core,topandtheformalayer.
The foundation is the soil which is used as a filling base, once removed the soils that may create
problemsofbearingcapacityorcompressibility.
Thecoreisthefillingbetweenthefoundationandthetop,
Thetoplayeristhelastmeterofthefilling.
Theformalayerisinterposedbetweenthetopoftheembankmentandthesubballastlayeror,in
thecaseofcutting,betweenthefoundationandthesubballastlayer.
Thecharacteristicsofeachmaterialare:
1.
Foundation:
Thematerialusedinfoundationforanembankmentwouldbeeither:
Similartothecore(withthefollowingspecificrestrictions).
Withreinforcementsoilcharacteristics.
Withdrainagecharacteristics.
Inthefirstcase,saturationpossibilitywillbeconsidered,andthepresenceoffinewillbelowerthan15%
(sieve0,080UNE)2metershighabovethenaturalsoilorthedrain.
In areas with problems of bearing capacity or compressibility, cal or cement, textile protective layer or
similarmaterialscouldbeused:
Maximumsize80400mm(nohigherthan40%ofthethicknessofthelayer)
Sieven42050%
Sieven40<30%
Fines<0,080UNE<8%
Whenthefoundationmustbepermeablewillbeappliedtherockfillsspecifications,until0,5moverthe
inundatedarea,withnotsensitiverockstowater,LosAngelescoefficientlowerthan35,andafinecontent
lowerthan5%,usingatextileprotectivelayerifthefoundationisclayey.
2.
CoreandtopLayers:
Thematerialstouseincoreofembankmentswillbesoils,whichorganicmatterlowerthan1%.
Thesulphitescontentwillbelowerthan5%.
Page27
Thematerialusedinthecoremustensuretheseminimumcharacteristics:
Liquidlimit<50
Iftheliquidlimitis>35and<50,thePlasticityindexwillbe>73%ofliquidlimitless20.
ThefirmdownintheCollapsetest(NLT254)lowthan1%.
TheMaximumdensityinModifiedProctortest(>1,750kg/dm3)
CaliforniaBearingRatioIndex>5,andtheswelling,measuredinthistestwillbeunder1%.
Whentherearesaturationpossibilities,thefinecontentwillbecontrolled.
The top layers of an embankment will be conforming by a better quality material ensuring these
characteristics:
Liquidlimit<40
Maximumsizelowthan10cm.
Sieven0,080UNE<40%inthestretchofmateriallowerthan60mm
Whentherearesaturationpossibilities,thefinecontentwilllowerthan15%
3.
FormaLayer:
The forma layer is built between the top of the embankment and the subballast layer or over the
foundationofthecutting.
Thematerialusedintheformalayermustensuretheseminimumcharacteristics:
Therearenoorganicmatters
Maximumsizelowthan10cm.
Sieven0,080UNE<5%,Ifthefinearenotplastic,theirpresencecouldbeuntil15%
LosAngelescoefficient30
MicroDevaltest25
Ifthemaximumsizeofthematerialislowerthan25mm,theCBRIndexwillbe>10
Theswellingbyimmersionwillbelowerthan0,2%
GEOMETRICDEFINITION:
Alongthecorridorswefinddifferentkindsofsectionsifwegoalongembankmentsorcuttings,herewetry
toshowitinageneralform.
Page28
1.
Cuttings
Thestabilityofaslopedependsonitsgeometry,slopeandheight,astotheinherentcharacteristicsofthe
soil that conform it, intern friction angle and cohesion, as they define their shear resistance. From
geotechnicalview,theperfect cuttingslopeinclinationisthatwhichallowastabilitywithoutanykindof
support,thewholeslopeslowerthanthat,willbefinelikefinalsolution.
Thelooseterrainrequiremorelinesslopes(5H:2V),usuallyapproachingtotheinternalfrictionangleofthe
excavatedmaterial,inthatway,therockgeology,allowsubverticalslopeorverticalslopes(3V:2H).
Wheninthesamelocationexistacontactbetweensoftandhardmaterial,itwillberecommendedtobuild
aledgeof4m.
Thelastmeterheightwillhavea2H:1Vslope.
Atthefoundationoftheexcavationwillberemovedallmaterialthatisinappropriate,replacingbygrade
materialat1mdepth,properlycompacted,witha0,5%slopetopreventaccumulationofwater.
FIGURE8:CUTTINGSECTIONS
2.
Embankments
An embankment in a filler made of suitable material to raise its level to a proper height according to a
gradient.
The inclination of the slopes are 2H:1V, independently of the embankments height, the wide of the top
layeris15metresand18m,with0,3mthick,fortheformalayer,thewholeoftheselayerhavea0.5%
slopetopreventaccumulationofwater.
Page29
FIGURE9:EMBANKMENTSECTION
CONSTRUCTIONTECHNIQUES,EMBANKMENTSANDCUTTINGS:
1.
Embankments
This unit consists of laying and compaction of soil and material from the excavations or quarries. Its
implementationincludesthefollowing:
Preparationoftheseatingsurfaceoftheembankment(sanitizing,scarifying,compaction,drainage
measures,etc.).
Extensionbytiersofmaterialfromexcavation.
Thethicknessoftheliftsnotexceedtwentyfive(25cm)measuredaftercompact,thethicknesscould
be increased, up to 50 cm, with authorization, based on test, for the forma layer the thickness is
between2030cm.
Wettingordryingofeachtier.
Compaction is carried out with humidity in the range of two percent over optimum moisture, 2%,
determiningitwithModifiedProctortest.
Compaction.
Thecompactionofthelayersmustbeatleastninetyfivepercent(95%)ofmaximumdensityobtained
intheModifiedProctortest.
Ev2 the modulus obtained, EV2, in the charging section of a plate bearing test (NLT357/98) will be
higher than thirty megapascals (30 MPa) on the foundation layers and core layers and sixty
Page30
megapascals (60 MPa) on top layers, it being necessary also verify that Ev2/Ev1<2.2, whenever the
resultofEv1willbelowerthanthe60%ofEv2.
On forma layer, the Ev2 the modulus obtained, EV2, in the charging section of a plate bearing test
(NLT357/98) will be higher than eighty megapascals (80 MPa), it being necessary also verify that
Ev2/Ev1<2.2,whenevertheresultofEv1willbelowerthan50Mpa.
Refiningslopes.
Isthesetofoperationsrequiredtogetthefinishedgeometryofanembankmentoracutting.
For the cutting there are no special operations for their refining, the only one, was that it has to be
donebypartialheightnogreaterthan3m.
Onthetopsurfaceoftheembankment,topographicalmarksarearrangedalongtheaxisandonboth
edges thereof, with a distance between cross sections not exceeding twenty metres (20 m), and
leveledtomillimeters(mm).Betweenthemarks,thesurfaceshallnotexceedthetheoreticalsurface
definedbythem,oritwillfallnomorethanthreecm(3cm)atanypoint.
Thefinishedsurfaceshallnotvarybymorethanfifteenmillimeters(15mm)whenitwascheckedwith
aruleofthreemeters(3m),appliedparallelandnormaltotheaxisoftheembankment.Neithermay
beableanyretainwaterareas.
2.1.2 STRUCTURES
A bridge is a structure built to span physical obstacles such as a body of water, valley or road, for the
purposeofprovidingpassageoverthem.Therearemanydifferentdesignsthatallserveuniquepurposes
andapplytodifferentsituations.Thischaptershowsthedifferenttypologiesanddesignofstructuresalong
thecorridors.
NORWAY
Traditionalopensteelbridgesasweknowthemfromthepastwillgenerallynolongerbecurrent.Thereare
two reasons for this. Increased speed results in stricter requirements for wellaligned tracks. A good
Page31
alignmentandarationallinemaintenancerequiresthatthetrackliesinballastasonthelineasawhole.
Secondly,cleansteel bridgesemitconsiderablenoiseasthestructureisputintooscillationsbythepassing
trains.Thethicknessofthebridgedeckthatcarriesthetrackisimportanttodampenthesound.Therefore,
steelbridgeswillhereaftermostlybebuiltascooperativestructures.
SketchExamplesoftypicalcrosssections(railsnotshown):
Concretestructures:
FIGURE10:SLABBRIDGE(NORWEGIAN:PLATEBRU)L=210M
FIGURE11:TROUGHBRIDGE(NORWEGIAN:TRAUBRU)L=1025M
FIGURE12:ONEBEAMBRIDGE(NORWEGIAN:ENBJELKEBRU)L=1025M
Page32
FIGURE13:TWOBEAMBRIDGE(NORWEGIAN:TOBJELKEBRU)L=2540M
FIGURE14:BRIDGEWITHBOXSECTION(NORWEGIAN:BRUMEDKASSETVERRSNITT)L=40200M
Cooperativestructures
FIGURE15:STEELPLATEBEARERWITHCONCRETECOVER(NORWEGIAN:STLPLATEBREREMEDBETONGDEKKE)
L=2540M
FIGURE16:STEELPLATEBEARERWITHINBETWEENCONCRETECOVER(NORWEGIAN:STLPLATEBRERMED
MELLOMLIGGENDEBETONGDEKKE)L=3050M
Page33
FIGURE17:STEELBOXBEARERWITHCONCRETECOVER(NORWEGIAN:STLKASSEBRERMEDBETONGDEKKE)
L=4080M
SWEDEN
Theselectionofthetypeofbridgeisusuallybasedonsuperstructure.Formajorbridges,thelineshiftsare
determinedbyfactorssuchasspan,productionmethodsandmaterial'sprices.Whileaestheticvaluescan
becrucialforthebridgetypechosen.
ConcreteBridges
Slabbridge
Simply supported flat bridge can be used for spans up to about 15 m but for continuous slab
bridgetherangeuptoabout20m.Atspansneartheupperlimit,thebridgeisusuallyperformed
prestressedofthebridge.
Plateframebridge
Plateframebridgescanperformbetterwithspansuptoabout20m.Thewingspancloseto20m
plateshouldbeprestressed.
LaunchedofonesideRambridgeisusuallyclosed.
Girder
Forspansbetween1030mconcretegirderscanbeselectedforbridges.Forspanmorethan20m
theconcretegirderoftenprestressed.
Page34
TroughGirderBridge
Troughgirderbridgeshavethesamespanlimitsasbeambridgesofconcrete,ie.spansbetween
10 and 30 m. A concrete trough has a lower height than the superstructure of a concrete plate
withthesamespanandcanthereforebeappropriatefortheavailableheight,whichitslimited.
Beam'sheightinatroughbridgeislimitedbytherequirementsoffreespacefromanothertrack.
Forthedesignofthesupport:
If greater depth is required that can be obtained by maximum distance to rail height aggregate
thicknessofthebottomplatethickness,beamsoveredgeslocatedbelowthebottomtrayplate.
This can be done if you want to save the extra weight that an increased aggregate thickness
causes.
Boxgirderbridge
Thespanapproximatelybetween30and150mmayselectgirderbridgeboxofconcrete.Forthe
longest,spansbuiltbridgeswithsuchtechnologyifnodeterminationcanbearranged.
Steeltroughbridge
The steel trough is a type of bridge with through ballast, the superstructure is limited and low
weight height. This bridge may be an appropriate choice when older abutments have a new
superstructure.
Inthistypeofbridgeitisdifficulttoinspectthebottomplateandtheinside.Inordertomakea
detailedinspectionitisrequiretoremoveballast.Therefore,itisadvisabletochoosesteeltrough
forpathwithdoubletrackswithspacebetweenthemtoallowtheinspectionandmaintenance.
Page35
CooperativeBridges
Cooperativebridgeswithbeams
Thespansbetweenspan15toabout6070mcanusesteelplatebearwithconcretecover.Dueto
the limitation of plates altitude the span should not be more than 70 m for continuous
collaborativebridgesand50mforsimplysupportedbridge.
Cooperativebridgeswithboxgirder
Box girder of steel can be obtained when steel beams have a common bottom flange. Box
structurehasgreattorsionalrigidityandshouldbeselectedonthesteelbridge,ifitsinacurve.
Spanrangeisthesameascooperativebridgeswithbeams.Boxgirderofsteelshouldbeavoided
atobliqueangularityapproach.
SPAIN
We are going to analysis the different types of Viaducts on a representative high speed rail track as the
MadridBarcelona,where60Kmoftheirtracksrunoverthesestructures,reviewingthemostimportant
actionsactingonthebridgeswhichconditionthedifferenttypes.
ACTIONS:
Themostimportantactionsactingonthesestructuresare:
Sturdy,understandingitliketherelationbetweenthetrainsandstructuresweight.
Horizontal actions, starting and breaking with maximum values of 100 and 600 t, on viaducts with
curvedroute,thecentrifugalforcecanreachvaluesof3t/mfor7000mradius.
Page36
Thelengthwiseactionsthattherailtransmitsbythermicexpansionorcontractioncanreachavalueof
200t.
The interaction railtrackdeck became by the lengthwise actions that act on the rails and by the
deformationsdifferencesbetweentherailandthedeck.
Themaincausesare:
Differentdistortions,bytheeffectofthetemperatureoftherailandthedeck.
Raildistortioncausedbythebreakingandstartingforcesthatthetraintransmitstotherail.
Deckdistortioncausedbythecreepandtheshrinkageoftheconcrete.
Thosedifferentmovementsthataresufferedbythedeckandtherailmakethoseimportanteffortswhen
theyaretransmittedamongthemself,dependingonthelengthofthedeckandtheplacedoftheexpansion
jointsatthedeckandrail.
TYPOLOGIES
Themostofthebridgesaremadewithprestressedconcreteforthedeckandreinforcedforabutments,
pilesandfoundations.
The design or typologies change conforming to orographic, geotechnical or environmental standards, in

thatwaywecanfind:
Continuousstaticallyindeterminatestretch
Itisusedforlengthslowthan1200mandwhenthebridgesisbuiltbyincrementallaunchingmethod
withafixedpointatthedeck,ifthesepointwillbeinthemiddleofthedeck,likeinanintermediate
pile,thelengthscanbeimprovingto2000m.
Forthesetypologies,upto100m,itisnotnecessarytouseexpansionjoints,orupto200mifthefix
pointisinthemiddleofthedeck.
Severalstaticallyindeterminatestretches
Itisusedforlengthshigherthan1200,withfixespointsattheabutmentandinapile.
Page37
IsostaticSpans
Forquitelongandlowbridges,thiskindlettoprecastpartofthedeck.
IsostaticsspansandContinuousstaticallyindeterminatestretch
The mayor length for a isostatic span its over 40 m, these reason required a continuous statically
indeterminate stretch for not building any support in a section of 60 m caused by the presence, for
example,ofariver.
Comprehensivebridges
Theyarestaticallyindeterminatestructures,wherethedeckisbuiltintothepilesandtheabutments,
theyareusedforquiteshortlengthanditsavedofusingjointsorstructuralbearing.
Sections
In this chapter we are going to show the most typically Bridge sections used in Spanish high speed
lines:
FIGURE18:SLABBRIDGE
Page38
FIGURE19:GIRDERBRIDGE
FIGURE20:LIGHTWEIGHTEDCONCRETESLAB
FIGURE21:MIXEDBRIDGE
Page39
2.1.3 TUNNELS
Tunnels are a special type of structure in the railway infrastructure. A tunnel is an underground
passageway,completelyenclosedexceptforopeningsforegress,commonlyateachend.
Here,wecancomparethedifferentsectionsbuiltindifferentcountriesandknowhowdoesitdependson
thespeedofthetrains.
NORWAY
Normal Profile for tunnels used when the construction works length of track longitudinal direction is
greater than 20 m Such structures can be tunnels, snow and avalanche protection roofs and other
superstructures (constructs bearing house, garage, etc.). In such structures there should be room to the
smallestcrosssection,catenaryoutliersandrelaxations,signallingsystems,cablesystems,etc.Thereshall
also be space for people who stay next track while the train passes. Moreover, air resistance and any
security requirements and considerations necessary to accommodate construction and maintenance of
structuresshallbetakingintoaccount.
Normal profiles of single and double track tunnel in Figure 22 and Figure 23 apply for speed 200 km/h.
Figure24andFigure25showtherelationshipbetweenstandardprofileandtheoreticalblastingprofileand
apply for double track tunnel with speeds respectively 200 km/h and 250 km/h. The above space
requirementsareincluded.
For speeds between 200 and 250 km/h track distance 4.7 m from the track centre in the double track
tunnelshallbeused.
For tunnels with significantly slower speed limit than 200 km/h, the crosssection can be dimensioned
specifically, as required cross section is equally depend on the system for technical installations of
performerspressureandsuctionforces.
Page40
FIGURE22:NORMALPROFILE,TUNNEL,SINGLE
FIGURE23:NORMALPROFILEDOUBLETRACK,V=
TRACK,V=200KM/H
200KM/H
FIGURE24:RELATIONSHIPBETWEENNORMAL
FIGURE25:RELATIONSHIPBETWEENNORMAL
PROFILEANDTHEORETICHALBLASTINGPROFILE.
PROFILEANDTHEORETICHALBLASTINGPROFILE.
EXAMPLEFROMDOUBLETRACK,V=200KM/H
EXAMPLEFROMDOUBLETRACK,V=250KM/H
SWEDEN
Tunnels are a special type of structure in the railway infrastructure. A tunnel is an underground
passageway,completelyenclosedexceptforopeningsforegress,commonlyateachend.
Arailwaytunnelhasarelativelystandardizedgeometry,howeverdependingonifitisatunnelforsingle
trackordoubletrack.Thecrosssectionareaofamainrailwaytunnelisapproximately70m2.
Page41
The trackrestsonabed ofballast. Thebase courseunder the sleepershas athicknessofapproximately

0.3mandawidthof6m.Thesubbasecourseoftheballastis0.8mthick(ballasttype0150mm).Below
thesubbasecourse,therecanbeanadditionalsubbasecourseforfrostprotection.Thefrostprotection
layerisalso0.8mthick(ballasttype0150mm).Thislayerisonlyusedwherefrostprotectionisneeded.
Thefrostprotectionlayerisused0600mfromeachmouthofthetunnel.Thus,ifthetunnelisshorterthan
1200m,thefrostprotectionlayerisusedintheentiretunnel.Thewidthofrl1esubbasecoursesis8m.
Trackballastisusedaroundthesleepers.
The design of service and access tunnels is relatively equal compared to main tunnels. The cross section
areaissmallercomparedtoiliemaintunnel(25.6m2forservicetunnelsand35.7m2foraccesstunnels).
The interior installations are mainly electric installation such as lightning, cables and cable suspension
bridges.
TheNormalprofilesofsingleanddoubletracktunnelaredescribedinthefollowingfigures.Inthefigures,
themeasurementscanbefoundindetail.
Page42
SPAIN
TYPOLOGIESANDSECTIONS
Tunnelsfunctionsasitssize,shapeandcoatingarediverseandarecriticaltochoosingthemosteffective
methodsofconstruction.
Themostimportantfactorstoanalyseinatunneldesignare:
Soft,hardrocks,uniform,heterogeneous,waterpresence,etc.
THEGROUND
Differentkindsofgroundsmeanchangesinthegeometry,thestructuralshape
andtheconstructionmethods.
SIZEANDGEOMETRY
STRUCTURALSHAPES
CONSTRUCTIONMETHODS
Wide, height, length, leveling, slopes and curves, depends on the tunnel
function.
Standard,Circular,ordifferentshapesthatcansupportdifferentloads
Conventional, TBM or precast, the selection of the method is limited by the
soil.
Page43
Thereareseveralcriteriaforthedesignofthetunnels,astheaerodynamicphenomena,thediameter,in
termsofthepressureinsidethetrainortrainairtunnelfriction,orthelengthofthetunnels,thissection
willfocusontheparametersgeometric.
OUTLINEMARKER
TheUIC(UnionInternationaledesChemisdeFer)definedthreetypesofgauges,designatedbytheletters
A, B and C, the Spanish railway, because of having different track gauge, defined an adapted C gauge,
recognizedbythedesignationC.
NewlinesareconstructedwithgaugeC,andformixedtrafficlinesasuperiorgaugeisprovide[highwayrail
(AF)]allowingthetransporttruckonconventionalcars,seeTable3.
TABLE3:GAUGEKIND
GLIBO
Gaugeandhighoutlinemarker
3,15x4,32
3,15x4,32
3,15x4,65
DIMENSIONSOFTHEOUTLINEMARKER
ThehighspeedtrainscrosssectioninSpainis9m2.
GAUGEBETWEENTRACKS
Currentlyinhighspeedlinesisrecommendedminimumgaugeof4.20m.However,thereisgreatvarietyin
thevaluesadoptedforthegaugeinthevariouslinesthatarecurrentlyinoperation.Anexampleishigh
speedMadridSevillewith4.30m.
CROSSSECTION
Conditionedbyvarioustechnicalfactors,amongwhichwecanmention:
Performanceandmaintenanceneeds.
Characteristicsofthesoil.
Excavationmethods.
Liningandcoatingtype.
Page44
SHAPESANDSIZES
Standardsection
Typicallyusedinmediumorgoodqualitysoil.Theconstructionmethodsusuallybethetraditional.
Circularsection
Thissectionshouldbeusedinpoorqualitysoilsandwithstrongpresenceofwater,butingeneralit
becameimposedbytheTBMconstructionmethods.
Thefirstproblemthatariseswhenatunnelisdesigningischoosingbetweensingletubeanddoubletubeor
double and single track. The increasing knowledge of aerodynamic phenomena and improvement of the
technique makes more common to build singly tunnels when their length is <4 km, when it is significant
doubletubeisbuiltincreasingthegaugeandtheusefulsection.
The UIC 77911 recommended to define a minimum cross section not less than 52 m2 (approximate
diameterof8.50m)inthesingletracktunnels,or75m2(approximatediameterof11.35m)inthedouble
track.
Theevolutionintheconstructionoftunnelsanditsdesigncanbeseenintwoclearexamples,forthehigh
speed line MadridSeville the designed the tunnel section was 75 m2 (deadline 1992, v = 250300 km/h,
doubletrack).ButfortheMadridBarcelona(deadline2008,v=350km/h,doubletrack)projectedsection
was100m2a,andnowinthetunnelPertus,FigueresPerpignan(v=350km/h,twosingletracktubes),
highspeedlineunderconstruction,linkingSpainwithFranceonsingletracksectionisapproximately54m2
free.
FIGURE26:SPANISHTUNNELSECTIONS,SINGLEANDDOUBLE.
Page45
DIFFERENCESBETWEENCONVENTIONALANDHIGHSPEEDTUNNELS:
DIFFERENCESBETWEENCONVENTIONALANDHIGHSPEEDTUNNELS
PARAMETERS
CONVENTIONAL
HIGHSPEED
160200km/h
250350km/h
Singletrack
2030
4560
Doubletrack
4050
75115
ballast
Slabtrack
3,674,20
4,54,8
25
12
1750
6000
Runningspeed
Section
Typeoftrack
Separationbetweenrailtracksaxle
Slope
Curveradii
Lining
Projectconcrete
Precastconcretesegments
Tunnelformworkcarriages
2.1.4 DRAINAJEDEVICES
Tocontrolthehydrogeologicalconditionsontherailway,drainagedevicesarerequired.Railwaydrainage
affect to tracks, embankments, cuttings and walls. The type of infrastructure may be providing a quick
drainageofrainwater.
Drainingfunctionstocollectanddrainawaysurfacewaterand/orgroundwaterforthepurposeofkeeping
track body drained. Furthermore, the drainage ensures the building against erosion, maceration, and
reducedcarryingcapacityandstability.
NORWAY
The next figure shows the principle of the location of trenches, manholes, over water and drain lines, of
sectionfrontlinetrench,ditchlineClosed,CloseddrainageditchandStormwaterLinesinNorwayrailway
tracks.
Page46
Openlinetrench
Thistypeofdrainagewillconsistofopenandgenerallyshallowtrenchthathastheprimaryfunctionto
interceptanddivertsurfacewater,therebypreventingwaterfromenteringtheballastsubbase.
Trenchbottomshouldbeatleast0.5mbelowtheFP,andstandard(practical)bottomwidthfornew
facilitiessetto0.5mtrenchshallfallatanypointismin5(1:200).Wherefallthelinegoesinthe
oppositedirectionoftheappropriatetrenchfall,surfacewatersofthetrenchlineisinsertedintothe
manholesandflowawayinclosedpipes.
Wheretheintersectionwithlinetrenchgoesintofilling,recordedsurfacewatercontrolledatculvert
outlet or the terrain. Outlet along the filling slope must like the line trench, be secured against the
surfacewaterenteringthefillmasses.
Deeplinetrencheswillorbitthebodymoresusceptibletopenetrationoffrostfromtheside.Itshould
thereforenotbeprojectedlinetrenchesdeeperthannecessarygiventheprevailingconditions.
Thelinetrenchesshouldhavearigidbase,whilesealedupto0.2munderformationplane.
Closedlinetrench
Specialconditionsmaymakeitnecessarytoclosethebarditch.Thiscanbeinplaceswheredrainage
route of extraordinary reasons broken by permanent structures (eg. Noise barriers, different
foundationsformasts,kiosks,retainingwalls,etc.).Thenewfacilitieswillgenerallybeapplicableonly
over short sections. One must therefore pipes by "obstacle" to ensure continuity of line trench.
Recommendedpipesizeinthiscaseis400mm.
Page47
Incaseofclosureoverlongdistances(eg.Associatedwithstationconstruction/stands,constructionof
platformsindeepcuts,etc.),itmustinprinciplebeperformedasacloseddrainagewithdrainwireora
combined drainage/surface water trench. The dimension of the drain pipe shall be at least 150 mm.
Thetrenchmaybefilledwithopenwaterpermeable(permeable)loadsuptothetopsurfacecaneasily
dropdowntothewire.Toreducetheriskofingressofsoilmaterialsplacedgeotextileatthebottom
andsidesofthetrench.
Closeddrainageditch
With closed drainage means closed ditches drains and/or draining soil, which should be able to
suck/collectinggroundwaterandleaditalongtheditchbottomuntilproofdrain.Thepurposeofthis
systemisprimarilytolowerandholdthegroundwateratacontrolledlevel.Theneedforsubsurface
drainagemustbeconsideredfromthelocalgeotechnical/hydrologicalconditions.
Longitudinallinedrainageinsoilcutplacedontheedgeoftheslopeorthelinetrench.SeeFigure27
Longitudinallinetrench.
Drainagepipeshallhavefallallthewayintherightdirection,minimum5.Permitteddeviationfrom
thetheoreticalheightisnormally50mm.
Thereisusuallynoneedforbothclosedandcloseddrainageditchline.
By frost technical reasons it is not desirable to drain roadbed so that this becomes absolutely dry.
Closeddrainagetrenchismadetoensurethatthereisaccessatanywaterroadbedaddedinheight
somewhataboveroadbedbutnothigherthanthebottomofthesubbase.
FIGURE27:LONGITUDINALLINETRENCH
Page48
SWEDEN
Drainagesystemsshouldcollectanddivertstormwaterandgroundwater.Thewatermanagementinthe
embankment(clearopening2.0m)isperformedsothatupstreamcandrainatamediumflowwiththe
traindrums.
A waterbearing structure is designed so that harmful erosion does not occur at high tide position. The
intersection between the drum and the grooves is possible if the design has 90 crossing angle.
Watercoursealignmentmustbetakingintoaccountforwaterboreduringpossibleneedoferosioncaused
bychangesflowconditions.Theminimumburialdepthdependsupontheloadofsoil,trafficandtubetype
andvariesbetween1.0to2.0m.
SPAIN
TRANSVERSAL
These kinds of works let the water pass through the platform. In function of the flow to evacuate, are
defining different systems, like, concrete pipes (5002500), reinforced concrete box (1000x1750
4000x2500),orbridgesforlargersizes.
LENGTHWISE
Depending on the flow values provided, the maximum flow which can carry each of the types of ditches
andspacerequirements,canbedisposedseveraltypesofditcheslike:
Page49
Theconcreteditchesusedare:
Protectingsideslopesditches:atthetopofthecuttingsandatthebottomoftheembankments.
Platformditches:betweentheplatformandthebottomofthecuttings.
Thedifferentkindsofditchesarelengthwiseconnectedtodrainagethewater.
2.2 SUPERSTUCTURE
2.2.1 TRACKANDTHEIRELEMENTS
2.2.1.1 DEFINITIONOFTHEGAUGE
Trackgaugeorrailgaugeisthedistancebetweentheinnersidesoftheheadsofthetwoloadbearingrails
thatmakeupasinglerailwaytrack.
NORWAY
InNorwaythegaugeofthetracksare1435mm.
SWEDEN
InallMalmbanan,1.435butitcanbebetween(1.4301.470),anothergaugeisusedinSwedenanarrow
oneof891mmcalledThreeFootGaugeRailways.
Page50
FIGURE28:GAUGEUSEDINSWEDEN
POLAND
InPolandcoexistawiderangeofgauge:
International1435mm
Narowgauge.600,750y1000mm
Sovietgauge1520mm
PORTUGAL
InPortugaltherearetwogauges:
TheViaEstreita,Narrowgaugetrackof1000mm.
TheViaLarga,Broadgaugetrack,isthe1668mm,alsoknownas"Ibrica".
SPAIN
InSpaintherearethreedifferentgaugefordifferentkindofrailtracks.
FIGURE29:GAUGEUSEDINSPAIN
2.2.1.2 SLEEPERS
Thefunctionsofsleepersinrailwayworksareasfollows:
Togriptherailtogaugeandtodistributetherailloadstoballastwithacceptableinducedpressure.
Thesidefunctionsofasleeperincludetheavoidanceofbothlongitudinalandlateraltrackmovement.
Page51
Italsohelpstoenhancecorrectlineandleveloftherails.
NORWAY
Timbersleepers
Concretesleeper
There are different kinds of concrete sleepers depending on the fastening and on the dimensions of
therails:
ConcretesleeperJBV54,JBV97andJBV60withPandrolfastclipfasteningsystem,withdifferent
anchorscastedin,andJBV60BRUandJBV54BRU,areidenticaltoJBV60andJVB54withthe
exceptionofcastinanchorforfasteningofguiderail.
Concrete sleepers NSB 95, NSB 93 and NSB 90 with Pandrol fastclip fastening system, with
differentanchorscastedin,NSBistheoldnameforthecombinedinfrastructureowner(NowJBV)
and the Rolling stock operator (Now NSB). NSB is old type sleeper and JBV is responsible for
them.
Page52
SWEDEN
Timbersleepers
InSwedenthewoodsleepersarestillusedfortherailwaytrack.Forswitchesandforbridgestheyhave
differentshapesanddimensiondependingontheiruse.
The timbers sleepers are used on conventional lines in a reduced way, they are been renewed by
concretesones.Theyaremadebypine,oakandbeechwood,beingallowedtheuseofotherkindsof
woods.Totallengthis2600mm.
FIGURE30:WOODSLEEPERS
Concretesleepers
Concretepresentstwoweaknessesforitsuseinsleepers:brittlefractureandlittlefatigueresistance.
Toovercomesuchdisadvantages,itisrequiredtoplaceanabsorbingmaterialbetweensleepersand
railandtousereinforcingbarsinsidethesleepers.
ThemostusedinSwedenisthemonoblockandprestressed.
Page53
Monoblockprestressedconcretesleepers:
Themonoblocksleeperhasthefollowingcharacteristics:
It withstands alternating stresses better, since the stress on the concrete is always
compressive.
Itoffersareducedsleeperheightatthecentralpart,sincethesteelbarsdonothavetobe
located,asinreinforcedconcrete,asfarawayfromtheneutralaxisaspossible
Itallowsareductionofthesteelused,incomparisontothetwinblocksleeper
It is generally lighter, compared to the twinblock sleeper; this fact, however, reduces
transverseresistance.
Monoblocksleeperspresentasimilarbehaviourtothatofthetwinblocks.Theymaintainthetrack
gaugeinasatisfactorymannerandhavealonglifetime.Theyrequireelasticfasteningsandspecial
accessoriesforsignalling.However,monoblocksleepersdistributeloadsbetterthantwinblocks,
but not as well as timber sleepers. Their transverse resistance is lower than that of twinblocks,
buthighercomparedtotimbersleepers;monoblocksleepersprovidealsoagoodsurfaceforthe
maintenanceinspectionstaff.
POLAND
Timbersleepers
InPolandthewoodsleepersarestillusedfortherailwaytrack,forswitchesandforbridgesthey,have
differentshapesanddimensiondependingontheiruse:
Page54
Concretesleepers
Therearetwokindofconcretesleepersdependingonthefastening:
Prestressed concrete sleeper INBK7 designed for K Fasteners, the dimensions refer to the rail
UIC60(60E1),valuesinbracketsareindicatedforrailsS49(49E1).
PrestressedconcretesleeperPS94designedforSBelasticfasteners,thedimensionsrefertothe
railUIC60(60E1),valuesinbracketsareindicatedforrailsS49(49E1).
Page55
SPAIN
Timbersleepers
Thetimberssleeperswereusedonconventionallinesinareducedway,theyarebeenrenewableby
concretesones,theyaremadebypine,oakandbeechwood,beingallowedtheuseofanotherkindsof
woodsincludingintheruleU.N.E.25.00276.
FIGURE31:WOODSLEEPERS
Concretesleepers
InSpainaretwodifferentkindsofconcretesleepers,thebiblockandthemonoblock
Thebiblocksleepers:ThemostcommontypewascalledRS;currentlyisdeprecatedinSpanishrail
networks.
FIGURE32:BIBLOCKSLEEPERUSEDINSPAIN
The monoblock sleepers can be used for one gauge, iberico or international and for the both
called polyvalent monoblock sleepers, within these types we summarize these ones: Mono
bloque DW sleeper (Iberico), monobloque MR sleeper (iberico), mono bloque AI sleeper
(Internacional)andPolivalentePRsleeper(Ibericoandinternacional).
Page56
MONOBLOQUEMRSLEEPER
MONOBLOQUEDWSLEEPER
POLIVALENTEPRSLEEPER
MONOBLOQUEAISLEEPER
FIGURE33:CONCRETESLEEPERSUSEDINSPAIN
2.2.1.3 RAILS
Rails support and guide the wheels of the train vehicles. Rail profile has been the object of continuous
improvementsincethebeginningofrailways.
Thecrosssectionsofgaugerailsare:
TABLE4:RAILSSIZE
DIMENSIONSMM
KINDOFRAIL
RULES
SECTIONS
MASSM
CM
KG/M
EUROPEANRULES
RN45
UNE25122
45E1(BS90A) EN136744
142
130
66
40,5
15
57,05
44,79
142,8 127
66
46
13,8
57,45
45,1
46E2(U33)
EN136741
145
134
62
47
15
58,04
46,27
49E1(S49)
EN136741
125
125
67
51,5
14
62,92
49,39
DBS9182541
125
125
67
51,5
14
62,59
49,13
50E6(U50)
EN136741
140
140
65
49
15,5
64,84
50,9
54E1(UIC54)
EN136741
140
140
70
49,4
16
69,77
54,77
54E2(UIC54E) EN136741
125
125
67
51,4
16
68,56
53,82
EN136741
125
125
67
55
16
69,52
54,57
DBS9182541
125
125
67
55
16
69,19
54,31
60E1(UIC60)
EN136741
150
150
72
51
16,5
76,7
60,21
60E2
EN136741
150
150
72
51
16,5
76,48
60,03
49ES
54E3(S54)
54E4
NORWAY
ThemostusedrailsinNorwayare49E1,54E1/E2/E3and60E1
Page57
SWEDEN
InSwedishRailwaysalotofRailprofilesareusedforinstance:50E3(BV50),54E3(S54),60E1(UIC60),EJ
32,Gatu56,MAV32,S43,SJ34,SJ41,SJ43,SJ50.InMalmbanantheverymostcommonis60E1(UIC60).
During20062009mostoftheRailbetweenKirunaandRiksgrnsenwasrenewedto60E1withPandrol,E
Clip,andPandrol,FastClipfastenings.
POLAND
ThemostcommonistheUIC60/900in250mraillengthandS49.
Otherrailprofilesusedare:6d/e,38a/b(IIIa),L,39a/b(IIa),15a/c,S41,8a/b,S42,S45,C,Xa
SPAIN
CurrentlythemostusedrailistheVignoletype,composedofthreeparts,head,web,foot.
Therailssizingisveryneartothekindoftrack,whenwearetalkingaboutaxleload,runningspeedandthe
trafficdensity.
Thiscircumstancedeterminedthatthedenominationoftherailsusedadigitwhichreferstotheirweight
permeter,UICX,whereXistheweightoftherailexpressedinkg/ml.Themostfrequentlyusedsections
rightnow,areUIC45,UIC54,UIC60.
InSpain,foribericogauge,themaintracksused54kg/mlrailsand45kg/mlbythesecondary.Although,in
thelastrenewalareused60k/mlrails,asinthehighspeedlines.
2.2.1.4 FASTENINGS
Inthisunit,wearegoingtotalkaboutthefasteningsinageneralway,withoutspecifiedbycountry:
THEMAINFUNCTIONSARE:
Fixtherailstothesleepers.
Ensurethegaugeinvariance.
THEBASICCHARACTERISTICSARE:
Tohaveahighervibrationfrequencythanthe
rail.
Page58
Absorb and transmit vertical and HighLenghwiseSlipresistance.

horizontalloads.
Mechanicaltightnessandresilience.
Avoidtherailtipping.
Thefasteningscanbeclassifieddependingon:
Theirelements:
y
Directfastenings:theelementwhichfasttherailandtheplateisthesame.
Indirect fastenings: the elements which fast the plate to the sleeper is different to that which
fastentherailtothesleeper.
Mixedfastenings,havefastenerstofixtheplatetothesleeper,somedirectandothersindirect,
theseonesarewhichmakefixingtherailtotheplate.
Clampingelementscharacteristics:
y
Rigid fastenings: The stress transmission between the rail and the sleeper is made by a rigid
element.
Elasticfastenings:Thetransmissionismadebetweenelasticelements.
2.2.1.5 SWITCHES
The switches are these apparatus which are installed in the track, and let the junction between two or
moretracks.
Afundamentalcharacteristicofrailwayistheonedegreeoffreedomofthemovementoftherailvehicleon
the track. However, trains must have the possibility to change course from one track to another. This is
realizedbysocalledswitchingdevices,definedastheequipmentandpartsthoughtwhichthedirectionof
movementofarailvehiclecanbechangewithoutinterruptingitscourse.
NORWAY
Railprofile
Whenconstructingorrebuilding,thereshallbechosenswitcheswithsamerailprofileastherestofthe
track,butnotswitcheswithlighterrailsthan54E3.
Page59
Sleepertype
Forswitcheswith60E1railprofile,concretesleepersshallbeused.Forswitcheswithrailprofile54E3,
concrete sleepers shall be used if radius of switch is above 760m. In other case, wood or concrete
sleepersmaybeused.
Fastening
y
60E1switchesshallhavePandrolFastclip/eclipfasteningsystem
54E3switchesshallhavePandroleclipfasteningsystem
TherearetwokindsofSwitches,withfixedormovablecrossing:
FixedCrossing:
y
Type54E3,woodorconcreteSleeper,Bevel1:9,1:12,1:14,Radius300,500,760
Type60E1,concreteSleeper,Bevel1:9,1:12,1:14,1:15Radius300,500,760,760
Movablecrossing:
y
Type 60 E1, concrete Sleeper, Bevel 1:9, 1:12, 1:14,1:18, 1:26,1 Radius 300, 500, 760, 12001,
25001
SWEDEN
ThenexttableshowsthemostimportantSWITCHESusedinSweden.Someparametersarestartingtobe
more standardized, even if the manufacturing design is not exactly the same. The most important
parametersofstandardsingleSWITCHESinmainlineare:
Geometry(Radiusandangleatthecrossingnose)
Railtype22
Sleepertype
Sleeper,railandcrossingMaterial
ThenexttableshowsthemostimportantSWITCHESintheSwedishrailnetwork(BIS,2012).
Page60
TABLE5:THEMOSTIMPORTANTSWITCHESINTHESWEDISHRAILNETWORK
TheradiusoftheswitchbladeisthebasetocalculatethemaximumallowedspeedoftheSWITCHESAND
CROSSINGS.Therailtypeandsleepertypeis,tolargeextent,influentialonthepossibletechnicallifetime
(TLT)ofSWITCHESANDCROSSINGS.InSweden,nodirectlimitisstated,butinFinlandfiguresof300MGT
forS54profileandwoodensleeperand450MGTforSWITCHESANDCROSSINGSwithUIC60E1profileand
concretesleeperhasbeenpresented.
Steel material of the stock rail, switch blade and crossing is important for the life time of these
components.InSwedenR350HT(Headhardenedcarbonsteelwithhardness360HBandultimatetensile
strengthof1300MPa)materialisusedinstockrailandswitchbladesandexplosionhardenedmanganese
incrossingsinnewerSWITCHESusedinmaintrack.Thisisanareawherefurtherimprovementisexpected.
Page61
InSweden,themostcommonSWITCHESaretheSJ50111:9andsimilarturnoutsarefoundinmanyother
countries.TodaySwedenpreferstoinstallnewturnoutsofthedimensionUIC607601:15.
POLAND
The kind of switches and their maintenance requirements are defined in the "Instruction of the review,
testingandmaintenancetechniquesofswitches"Id4(D6).
InPolandtherearedifferentswitchesdependingontherailkind:
Type60E1,RZ60E1XXX1:n
y
Railkind60
XXX:DivertedtrackradiusR1501200
Bevel,1:n:1:91:18,5
Gauge:14351520(190,300Divertedtrackradius)
Type49E1,RZ49E1XXX1:n
y
Railkind49
XXX:DivertedtrackradiusR140190
Bevel,1:n:1:71:9
Gauge:14351520(190,300Divertedtrackradius)
SPAIN
TheADIFswitchesclassificationis:
Consideringthefrogtype,straight(CR),curve(CC)ormovable(CM).
Weldableornot
FortheTypecouldbe:
y
TypeA,noweldable,withtangentsof0,09CRand0,11CR,maintrackspeed140km/h,diverging
trackspeed30km/h
TypeB,weldable,withtangentsof0.75CR,0.09CR,0.11CR,0.09CC,,maintrackspeed160Km/h,
divergingtrackspeed60504055km/hrespectively.
Type C, weldable with tangents of 0.071CR, 0.09CR, 0.071CC, 0.085CC, 0.11CC Y 0.125CC. The
maintrackspeed200km/hexceptthe0,11CCtangentwitha160km/hspeed,thespeedsbythe
divergingtrackare604580605045respectively.
Page62
TypeV,weldable,thecrossingtangentsare:0.042CR,0.049CR,themaintrackspeedis200Km/h
and100Km/hbythedivergingtrack.
TypeAV,weldable,onlyusedathighspeedlinestracks,theangletangentofthecrossingcouldbe:
0.026CM, 0.071CM. The main track speed is 250 Km/h and by the diverging track is 160 and 80
Km/hrespectively.
SwitchesforhighspeedinUICgauge,weldable,theangletangentofthecrossingis0.0154CM.The
maintrackspeedis300Km/handbythedivergingtrackis220Km/h.
ThejoinoftheswitcheswiththerailswillbedonebyjointbarsfortypeAandbyweldingsfortheothers.
2.2.2 TRACKBED
2.2.2.1 BALLAST
Theballastconformalayerwhichreceivesthedynamicstressanddamperthevibrationtotheplatform.
Alsoensuresquickdrainageofthewater.Theballastmusthavethesefollowingprimaryfunctions:
Todamperthestressesmadebytherollingstockoverthetrackandtransmitswthemtotheplatform
inanevenlyway.
Avoidlongitudinal,verticalandlateraltrackmovement.
Facilitatethewaterdrainage.
Protecttheplatformsoilagainstfrostaction.
Allowtorecovertherailtrackgeometrybyalignmentandlevellingoperations.
Reductionofnoisegeneratedbythepassageoftrains
Ensurethatthesleepersdownwillbesuitable.
CHARACTERISTICS
AccordingtotheEuropeanruleUNEEN13450,Aggregatesforrailwayballast,twodifferentkindsofballast
aredefined:
Page63
TheballastAaccordingtotheEuropeanstandardmustfollowthesesizes:
SIEVES
%PASS
%RETAINEDBETWEEN
MM
(WEIGH%)
SIEVES31,550MM
63,0
100
50
70100
40
3065
31,5
025
22,4
03
>50
ThetypeAissubdivideinto:
y
Ballast 1: Used in high speed lines with a speed higher than 220 Km/h, with a Los Angeles
coefficientlessthan15%.
Ballast2:Usedinconventionallines,withaLosAngelescoefficientlessthan18%.
TypeB,limestonesourcerocksareusedinsomelinesandstationswithlowtrafficintensity.Atpresent
thistypehasbeendeprecated.
SWEDEN
ThemainpropertiesfortheSwedishrailwayare:
Geology:itsPetrographicanalysebothmacroandmicroscopically.Rocktype,mineralogyandtexture,
limitationformicasis10%.
Grainsize:ClassI:3263mm;410%:Thisballastisusedtoupperballastlayerofrailwaybench.
ClassII1132;410%;forsubballastorasupperandsubballastattheprivatelowtrafficrailways.
Shapeisthe10%ofparticlesmighthaveratiooftwoprincipaldimensionsmorethan3,cubicshape
mostwanted.
Durability:LosangelestestisASTMC35889.
Surface texture: Natural roughness from crushing, measurements not requires, (no fast analysing
techniqueexists).
Size: Diameter minimum: 31,5mm; Diameter maximum: 63mm; Maximum length less than 120mm;
Resistancetotheice(EN13671).
Page64
SPAIN
ThetypesandtestrulesarespecifiedintheStandardNAV340.2/4ADIFqualitymark,andNAV340.1
/2TechnicalCharacteristicsofballast.
Theteststoestablishthequalityoftherocksandtheirlimitsareasfollows:
TheAngelescoefficient:
y
Ballast1:<14%(forhighspeedlines.)
Ballast2:<16%(conventionallines.)
Compressivestrength>1.200Kg/cm2
Waterbeadup:<0.5.Ifitis1.5%ithastobedonearesistancetofreezingthetestbymagnesium
sulphate.
Resistancetomagnesiumsulphate:<4%
Shapeindex<10%
POLAND
The quality of the ballast is specified at the annexe n 6 of Id 1 (D1), Technical conditions for the
maintenanceofthesuperstructureoftherailwaylines.
Fortheproductionofballastmustuseigneousrocks,metamorphicrocks(exceptcrystallinelimestoneand
schist)andsedimentaryrocksofsiliceousbinder.
Therearethreedifferentclassesofballastfordifferentkindoflines,bellowwecanseesomeofthemost
importantproperties.
PROPERTIES
CLASSES
CATEGORYOF
PNB11114:1996
II
III
RAILWAYLINE
CLASS
Compressivestrength[MPa]
160
140
80
MAINLINES(0)
Deval[%]
5,6
7,0
9,0
PRIMARYLINES(1)
Waterbeadup [%]
1,5
2,0
3,0
SECONDARYLINES
II
Resistancetofreezingde
1,5
3,0
5,0
LOALLINES
IIgeneral
IIIopcional
Page65
CONSTRUCTIONTECHNIQUES
NORWAY
Lowerballastlayer
Thegravelislaidoutinasinglelayeruptoalevel500mmbelowthelowestrail(railhead).Thegravel
iscompressedeasilywithoutmaterialscrushed.
Thelowerballastlayershallbecalculatedbythefollowingtolerances:
y
deviationfromtheplannedheight:+0/20mm
deviationfromtheplannedwidth:+100/0mm
Agraveltrenchwithdepth/width5/80cmisconstructedinthelowerlayerofthegravel.Thepurpose
of the trench is to prevent accidental arrangement of concrete sleepers. The trench should be laid
centriconthecenterlinetrack.
Upperballastlayer
The upper layer ballast laid out using gravel wagons after the track is built and includes any
replenishmentafterthetrackisadjusted.
SPAIN
Fortheconstructionoftheballastbeddingwecanconsiderdifferentwaysdependingontheline,inlines
withaspeedequalorhigherthan200km/htheassemblyofthetrackmustbedownaftertheconforming
ofthefirstlayerofballastwithathicknessof23cm,inconventionallineswithaspeedlowerthan200km,
theassemblycanbedoneoverthesubbalastlayerorovera18cmthicknessballastlayer.
Then for ballast bedding defining we will have to apply the Ballast management and tamping machine
severaltimestoreachtherequiredlevel.
Page66
GEOMETRICDEFINITION
NORWAY
ThetotalheightoftheballastlayerinNorwayshallbe:
750mmtothetopofrailforUIC60tracks.
700mmtothetopofrailforothertracks.
SWEDEN
The thickness of the ballast is 50cm. For bridges the thickness of this layer increase to 0.4 m in order to
increasetheelasticity.Ballastshoulderisnormallygivenawidthof0.40m,makingtheballastedareawidth
ofthestraightsectionisnormally3.3meters.
ThecurveswithhorizontalradioR<500mskravfritttrackwidthtoincreaseballast0.55m.WhenR<400m
is also performed an increase in the ballast shoulder to 0.1 m in outer string. Macadam Aggregate slope
shouldbe1:1.5inbothstraighttrackswhichcurvedtrack.
Page67
POLAND
In the polish railway tracks the thickness of the layer below the sleeper must be, at least, 35 cm. The
inclinationoftheslopesis1:1.5.
FIGURE34:DOUBLEANDSINGLERAILTRACKSECTIONINPRINCIPLESLINES(0)ANDMAINIMPORTANCE(1)
FIGURE35:DOUBLEANDSINGLERAILTRACKSECTIONINPRINCIPLESLINES(0)ANDSECUNDARYIMPORTANCE(2)
Page68
FIGURE36:RAILTRACKSECTIONINREGIONALLINES(3)
SPAIN
IntheSpanishrailwaytracksthethicknessofthelayerbelowthesleepermustbehigherthan30cminhigh
speedlinesand20cminconventionalones.
The ballast bedding shall be determined as indicated in the standard NRV 3410. "Ballast Bedding
dimensions" while the thickness of the ballast must be 30 cm in the lines with a speed higher than 120
km/h, should be 2530 centimetres in conventional lines with an equal or less speed than 120 Km/h,
dependingonthesectionoftrackwithorwithoutasubballastlayeraccordingtothestandardindicating
3401.Thetolerancesinthenewtrackareboth2,+5cm.
Theinclinationoftheslopesis3H:2V.
FIGURE37:BALLASTSECTIONSFORIBERIANGAUGE
Page69
FIGURE38:BALLASTSECTIONSFORINTERNATIONALGAUGE
2.2.2.2 SUBBALLAST
Subballastistheplatformtoplayer,whichsupporttheballast.Itisawaterprooflayerwhichpreservethe
platform from the rainwater, transmitting the train loads through the ballast in a uniformly way to the
platform.
CHARACTERISTICSOFTHEMATERIALS
NORWAY
FIGURE39:NORWAYRAILTRACKSECTION
Frostblanketcourse
Thefrostprotectionshallbebuiltupofgoodfrictionmaterials,i.e.wellgraded,welldrainedandfrost
ensuredmasses.
Subbase
The subbase shall have minimum thickness 700 mm. Excluded from this requirement is subbase in
tunnels,onbridgesandintracksthatarenotmainlines.Toppartofsubbasemayconsistofalevelling
Page70
layerofgravel/crushedstoneasunderlayfortheballast.Thesubbaseshallbedrained.Materialsused
inthesubbaseshallbeaccordingto[NS3420I54"ReinforcementStroke"].
Rockfill
Subbasemadeupofrockfillshallhavemaximalstonesizeof300mm,butnotgreaterthanhalfthe
layerthicknesswhicharelaydout.Thestonematerialsmustbewellgraded,withgrainsgradation
figuresCu=d60/d1015th.
Crushedstone
Same requirements as for rockfill to grading and stone sizes also apply for subbase made up of
crushedstonesasforrockfill.
Gravel
Reinforcement Stroke of gravel materials shall consist of wellgraded pulps from natural gravel
occurrences.Materialsmayincludestonebutmaximumgrainsizeshallnotexceed150mm.
Lightweightaggregateandfoamglass
Lightweight aggregate and foam glass utilized primarily as stabilizing measures for to reduce
tensions(sheartensions)insubsurface,andforloadreduction.
Foamedpolystyrene
Foamed polystyrene is used by same causes as Lightweight aggregate and foam glass. Foamed
polystyrene cannot be used if there is danger for buoyancy or large water pressure of
embankment.
Rockfillandcrushedstone
Therockmaterialsmustbewellgraded,withgrainsgradationfiguresCu=d60/d1015th.Maximum
permittedstonesizeis500mm,butnotgreaterthan2/3oflayerthicknesswhichislaidout.
Sandandgravel
Frost protection layer made up of gravel materials shall consist of wellgraded pulps from natural
graveloccurrences.Materialsmayincludestonebutmaximumgrainsizeshallnotexceed150mm.
SWEDEN
InSweden,thesortingofsubballastreachesdiameterhigherthatintherestofthecountriesandin fact
correspondwithasizeofembankment.
Page71
SPAIN
The100%ofthematerialmustcamefromcrashmaterialretainedbysieve4UNE.
The100%retainedbysieves4UNEmustcamefromcrushing.
Thesizeofthematerialmustbe:
SIEVE40UNE
%PASS(WEIGH%)
40
31,5
100 90100
16
0,5
0,2
0,063
8595
6580
4565
3050
1040
525
39
Theorganicmatterandthesulphateswillbelessthan0.2%.
The uniformity coefficient (D60/D10) will be equal or higher than 14 and the Cu (D30 2/D60xD10)
between1and3(byUNEEN9331)
TheAngelescoefficientmustbelowerthan28andthemicrodevalcoefficientlowerthan22.
Waterproofindex:106cm/s
Sandequivalenttestmustbehigherthan45forthepastmaterialfromsievenumber2.
CONSTRUCTIONTECHNIQUES
NORWAY
Thesubbaseshallbebuildupinlayersofapprovedmaterials.Thicknessadaptedtograinsize.
Placementandcompactionshallbeinaccordancewith[NS3420I54"subbase"].
FormationPlan(gradelevel)
Theformationplanshallatnoplacehavelargerdeviationsthan+0and50mmfromtheprojected
height.Theformationplanshallnothavelargerdeviationsthan+100mmfromtheprojectedwidth.
SWEDEN
Ifthesubballastismadeupwithgainthethicknessismorethan80,butifitsbuiltwithrockitwillbe50cm.
Frostinsulationlayersofdifferenttypesdonotmix.Everytype,crushedrockmaterial,soilorgravelcrusher
materials provided an extent with less than 200 m in the track longitudinally. Shifting of frost insulation
layer is not permitted transversely. Transitions between types impaled out with slope of the track 1:20
longitudinally.
Page72
SPAIN
Theunitincludesthefollowingoperations:
Provisionofmaterial.
Extendedwetting(ifrequired)andcompactionofeachlayer.
Refinementofthesurfaceofthelastlayer.
Thecompactedlayerpresentadrydensityequal,atleast,toonehundredpercent(100%)ofthatobtained
intheModifiedProctortest,theaverageofsixtestforeachbatch,therebeingnolessthan98%value.
TheEv2modulusobtainedinthechargingsectionofaplatebearingtest(NLT357/98),plateof30cmwill
behigherthan120MPa,itbeingnecessaryalsoverifythatEv2/Ev1<2.2wherethevalueofEV1would
havebeenlessthan75MPa.
Topographicalmarksarearrangedalongtheaxisandonbothedgesthereof,everytwentymetres(20m),
andlevelledtomillimetres(mm).Eachmarkshallnotgetdownmorethan15mmfromthetheoretical,like
thesurfacebetweenmarks,nomorethan10mmin3mlength.
GEOMETRICDEFINITION
NORWAY
Thesubbaseshallhaveminimumthickness700mm.Excludedfromthisrequirementissubbaseintunnels,
onbridgesandintracksthatarenotmainlines.
Page73
SWEDEN
Therearetwodifferentlayersforthesubballast:
One first layer with a view to increasing the lifting capacity (Frstrkningslager) with a minimum
thicknessof80cm(exceptiftheplatformisofrock)
OtherlayerofsubballastinordertoprotecttotheplatformoftheiceFrostisoleringslagerthatcan
oscillate between its absences until thicknesses of 140 cm (depending of the geographic position in
Sweden).InMalmbanancorridorthethicknessisbetween100140cm.
Infactoneofthemainexigencieswithaviewtoprotecttheplatforminfrontoftheiceconsistsindicing
thebaseofthelayerfromsubballast.
POLAND
The inclination of the slopes are 1:1.5, these layer have a 0.5% slope to prevent water accumulation, in
singletracks,theseslopehasadifferentgeometricdefinitionthan,e.g.,Spanishones,seethefigurebelow.
5%
5%
Poland
5%
5%
Spain
SPAIN
ThethicknessshallbedeterminedbytheworkProject,althoughitwillbehigherthan25cmintrackswitha
speed equal or higher than 160 km/h, currently, for high speed lines the thickness will be 30 cm, if the
speedislowerthan160km/hthethicknesswillbe25cm,whentheballastheightbelowsleeperwillbe
lowerthan30cm,inotherway,causedbyconstructionconditions,theminimumthicknesswillbe15cm.
Theinclinationoftheslopesis2H:1V,thislayerhavea0.5%slopetopreventwateraccumulation.
Page74
2.2.3 ECONOMICALANALYSES
2.2.3.1 CONSTRUCTIONVSMAINTENANCEVSRENEWAL
CONSTRUCTIONOFTHEHIGHSPEEDRAILWAYINFRASTRUCTURECOSTS
The highspeed railway projects must meet many requirements and constraints, mainly technical. Thats
why a comparative analysis of investment costs of a high speed railway infrastructure can be highly
subjective.
Itwillalsodependonthelevelofaggregationofthestudy,beingabletoanalyzefromthetotalinvestment
costinalineorsection(i.e./km)ordisaggregatetotheleveloftherailwaysuperstructurecomponents
(i.e.typeoftrackorsleeper).
The key investment budget is divided into three main sections according to UIC studies and previous
experience:
Planning and site preparation costs, including feasibility studies and land acquisition/expropriation.
Represents510%ofthetotalinvestmentcosts.
Constructionofrailwayplatformcosts.Itvariesdependingonthespanlengthandpreviousterrains
characteristic. Represents 1025% of the total investment, which may be up to 4050% of the total
projectcostifuniqueperformances(bridge,viaduct,tunnel)areneeded.
Investment in railway superstructure. Includes other items associated with the new line at a cost
generallyproportionaltothelength.Itaccountsfor510%ofthetotalinvestment,includingplatforms,
stationsandsidings.
Signalingelements(witha10%approximateeach)completemajorinvestmentchaptersofhighspeedrail.
Traffic control facilities, security and communications are becoming a bigger part of the total budget.
Amongthefactorsthatmayhaveastronginfluenceonsavinginvestmentcostswecaninclude:
Acloseddesign,i.e.ahighspeedlinenotsuffering(orsufferingthefewestpossible)changesfromthe
studyphase/projecttoconstruction.
Page75
A unique operating model: a highspeed line exclusively dedicated to passenger traffic allows higher
slopesinthelayout(upto3.5%insteadof11.5%).Itrestrictstheuseofmoreexpensiveconstruction
solutionsastunnelsandviaducts.Thisdependsontopographyandterraintype.
"Space economy": There are higher construction costs in environments of high population density.
Building a highspeed line in urban or suburban, where a single corridor can attend various
infrastructures, leads overruns by establishing interim operating situations (affections, provisional
status and replacement of existing infrastructures), limited work periods (short and night) and
performanceofexistingsignalingsystems.
Environmentalimpactmanagementandproposedintegrationmeasures.
"Economy of the experience". Although it seems to be no evidence regarding this. The specificity of
every project, diversity of construction methods and technological advances difficult making
homogeneouscomparisonsbetweencountrieswithhighexperienceindesigninghighspeedline.
Ballastedtrackhasbeenthehistoricallymoreoftenusedtypologyinconventionallines.Therefore,thereis
an extensive experience in technical and economic management. Consequently, the design and
construction of the first highspeed lines was done on ballast, which motivated the analysis and
implementationofthetechnicalcharacteristicsofthesuperstructureonballast.
There is a lot of information about costs by type of infrastructure and superstructure, but its great
dispersion doesnt offer a wide enough statistical sample. Nevertheless, several studies have established
ratios of costs of construction of a high speed line on track in ballast, ballastedballastless transition and
crossingandswitches.
BALLASTEDTRACKHSR
BALLASTEDBALLASTLESSTRANSITIONHSR
CROSSINGANDSWITCHESHSR
COST(OFJUNE2007)
445/mrailtrack
62.200/unit
330.000/unit
Ontheseratioswecanapplydifferentcoefficientstoreflecttheinfluenceonthecostoftheinfrastructure
ofdifferentfactorsastunnels,viaducts,embankments,benchesorlayout.
Page76
Addingtothetracktherestofbudgetchaptersandtakingintoconsiderationtheexperienceincountries
withhighspeedlines(10countriesand45projectsconsidered),theaveragecostperkilometer,expressed
in2005,isbetween6and45million/km.Theaveragevalueis17.5million/km.
MAINTENANCE,OPERATIONANDINFRASTRUCTURERENEWALCOSTS
Aftertheconstructionoftheinfrastructure,theprovisionofrailservicesinvolvestwomaintypesofcosts:
those associated with the provision of services and, bigger than this, maintenance cost of that
infrastructure.
A significant portion of maintenance costs are fixed costs, determined by periodic auscultation programs
andmaintenanceoperations.Thesearemoreorlessindependentoffactorssuchastrafficvolume,inorder
tomaintainthesetqualitystandards.
These costs include maintenance personnel labor cost, materials and replacement parts as well as the
energyconsumedinthesetasks.Despiteconsideringscheduledmaintenance(preventiveorpredictive)as
fixedcosts,scheduletypeandfrequencyofmaintenancewillhaveinfluenceonfixedcostscomposition,as
seenindifferentrailwayadministrations.
Justapartofthemaintenancecostsarevariable,andtheyaremainlyconcentratedintherailelements.
Thereareanumberofstudiesexaminingtheinfluenceonthemaintenanceandrenewalcostsofvariables
such as the type of railway superstructure (ballasted or ballastless track), the speed or the intensity of
traffic.
INFLUENCEOFTHETYPEOFSUPERSTRUCTURE
Aftertheanalysisofmaintenancecostsunitvalues,itisestimated15/mtrackandyearasareasonable
costonballastedtrack.Inslabtrack,basedonJapaneseexperience,avalueof4.5/moftrackperyearis
taken as the lower limit of the maintenance costs. This sets the relation between slab / ballast track
maintenancecostsinto30%.
INFLUENCEOFTRAFFIC
Thetrafficrunningthroughalineappearsasadeterminantfactorofthetrackdegradationandtherefore
thecostofmaintenance.Howeveritisunknowntheexactfunctiontoelatemaintenancecostsandtraffic
volume.
Page77
Fromthesetofstudieswecanconclude:
Trafficvolumecontributespositivelytoincreasedtrackmaintenancecosts.
According to references, traffic volume contribution to maintenance costs is between 0.210 and
0.327/kmoftrackperyearperaveragedailyTBK(calculatedonanannualbasis).
Thesevariationshavebeenobtainedfrom10,000trafficsoverthedailyaverageTBK.Noreferencesare
availablefortrafficbelowthisthreshold.
Paradoxically,the"Economyoftheexperience"incountrieslikeSpainhasmeantthatdespiteanincrease
intrafficvolume(+41%),maintenancecostshavebeenreducedinthesameperiod(11%nominal).
MAINTENANCEANDRENEWALOPERATIONS
Giventhelimitedexperienceavailableforrenovationactivitiesinhighspeedlines,mostoftheunitcostsin
literatureconcernstoconventionalnetworkrenovationactivities.
Additionally,amountsprovidedbysomerailwaysinfrastructuremanagershaverelevantvariationstoeach
other. The cause of this could be the differences in initial conditions of renewed lines and the different
natureoftheoperationscarriedoutineachcase.
RegardingtotheFrenchexperienceinrenovationactivitiesinthehighspeedlines,thecostoftheballast
renewalwas250/moftrack,whileswitchesandcrossingsrenewalaccounted2.25millioneurosperunit.
There are no quantitative values regarding to plates, sleepers or rails renewal in highspeed lines.
Therefore, it is proposed taking as reference the construction and initial installation costs of these
elements. This hypothesis is probably underestimating the renovation costs, because its not taking into
accounttheremovalofthematerialsonsite.
Page78
MAINTENANCECOSTSBY SYSTEMANDCOUNTRY/KMOFSINGLETRACK
BELGIUM
FRANCE
%
ITALY
%
KMSINGLETRACK(N)
142
2.638
TRACKMAINTENANCE
13.841
43,7
19.140
ELECTRIFICATION
2.576
8,1
SIGNLLING
3.248
COMUNICATIONS
SPAIN
%
492
949
67,3
5.911
46,0
13.531
10,1
4.210
14,8
2.455
19,0
2.986
8,9
10,3
5.070
17,8
4.522
35,0
8.654
25,9
1.197
3,8
5.637
16,8
OTHERCOSTS
10.821
34,2
2.650
7,9
AGGREGATEMAINTENANCE
31.683
12.919
33.457
28.120
2.2.3.2 USEFULLIFE:THEORETICALVSREAL
Useful life is the estimated duration in which a given system can properly fulfill its function without
affectingthetrafficsafety.Thelifetimecanbeestimatedforeachtrackcomponentindependentlyorfor
thewholetrack.
Rail
Interaction between wheel and rail produces a progressive wear on the contact surfaces, altering
railheadgeometryandreducingitsresilientsection.Duetocyclicloadsovertherail,railrenewalcan
be needed when a number of cycles has been reached. Specific studies quantified rail life in
approximately40to60years.
Sleepers
Thelifeofthesleepersisconditionedbyitsshapeandmaterialtheyaremadeof,climaticconditions
andtermsofuse.
Specificstudiessetconcretesleeperslifein3040years,or500milliongrosstons.Thisisconditioned
bythequalityoftheconcreteused,thecorrectsiteworkanditscareandmaintenance.(Pueblaetal,
2000).
Ballast
Cyclicloadscausesbythetrafficandstonetostonecontactsslowlycrushtheballastovertime.This
causesballastcontaminationand,eventually,requireswashingorballastreplacement.
Page79
Siliconballastusefullifeisquantifiedat300milliongrosstons,equivalentto25to30years.(Pueblaet
al,2000)
Infrastructure
Thenexttablerepresentstheusefullifeofdifferentinfrastructurecomponents.
COMPONENT
Tunnel
USEFUL
50100
Steelbridge
5080
Concretebridge
50100
Overpassesandunderpasses
50100
REFERENCE:BAUMGARTER(2001)
The useful life of the different railway system according to the Spanish Railways Infrastructure Manager
(ADIF)isshowninthenexttable.
USEFULLIFEOFRAILWAYSYSTEMS(ADIF)
SYSTEM
Plattform
USEFULLIFE
Earthmovingworks
100
Tunnels,bridgesandengineeringstructures
100
Drainage
25
Linefencing
50
Tracksuperstructure
Electricinstalations
3060
Contactwire
20
Supportingposts
60
Powersubstations
60
Signalling,comunicationsandsecurity
25
Page80
2.3 TRAFFICTHERESHOLD
2.3.1 QUALITYINDEX,EVALUATIONVALUES,DECISIONSMAKING,ALONGTHECORRIDORS
NORWAY
The quality number (Knumber) indicates for which portion of a line all values are within the limits. It is
used to monitor track quality on longer sections of line. The Knumber is calculated using the following
formula:
l=thesumofalltracklengthswherestandarddeviationiswithinthequalitylimits.
L=themonitoredtracklength.
values gives the limit for good track quality, expressed as standard deviation of faults in the track
geometry.
TABLE6:QUALITYLIMITS
QUALITYCLASS
QUALITYLIMITS(MM)
SPEED
(KM/H)
VERTICALGEOMETRY SUPERELEVATION
HORISONTAL
CONSCIENCE
K0
145
H
1,1
R
0,9
GEOMETRYP
1,1
S
1,6
K1
125140
1,3
1,0
1,2
1,7
K2
105120
1,5
1,2
1,3
1,9
K3
75100
1,9
1,4
1,7
2,4
K4
4570
2,4
1,8
2,0
3,1
K5
40
2,9
2,2
2,4
3,6
The size of conscience is a vector sum of horizontal geometry and superelevation, in order to
accommodate the cases where this is greater than the two parameters separately. Size is only relevant
whenmeasuringcarriagedriving.
Thequalitynumbershouldbeashighaspossible.Lowqualitynumberwillalsoacceleratethedegradation
ofthetrack.
Page81
TABLE7:REQUIREMENTSFORQUALITYNUMBER
QUALITYCLASS
SPEED(KM/H)
QUALITYNUMBER
NEWLYADJUSTED
MAINTENANCELIMIT
ACTIONLIMIT
K0
145
90
90
50
K1
125140
90
85
40
K2
105120
90
80
30
K3
75100
90
75
20
K4
4570
90
70
20
K5
40
SWEDEN
Trackqualitymeasurementsandimprovementsisoneoftheprimeissuesinrailroadsintermsofplanning
time and related cost. Making decision concerning measurements interval and how to allocate limited
resourcesformaintenanceexecutionhasanenormousinfluenceonmaintenanceefficiency.Applyingthe
efficient and optimal tamping strategy helps reduce maintenance costs, making operations more cost
effectiveandleadingtoincreasedsafetyandpassengercomfort.
Trackgeometrymaintenance(tamping)isamaintenanceactionusedtocompactballastandcorrecttrack
geometry faults such as incorrect alignment (lateral deviation) or incorrect longitudinal level (vertical
deviation).InSweden,theannualtampingcostisabout100120MSEK,andthetotalamountoftamped
trackisapproximately1700km,about14%ofthetotaltracklength.
TRACKQUALITYMONITORINGANDMAINTENANCE:
To monitor track quality, Traffikverket regularly (every 12 months from April to October) uses an
inspection car to measure the deviation of the track with an inertia measurement system and an optical
system.Anaccelerometermeasurestheaccelerationofthevehicle;basedontherecordedaccelerations,
theverticalandlateraldeviationofthetrackiscalculatedforconsecutive25centimeterintervals.
Based on these 25centimeter interval measurements, the standard deviation, S, of the monitored cant
error(C)andtheaveragemonitoredlateralpositionerrorofthehighrail(SHigh)(seeFigure40andnext
equation)arecalculatedfor200metersections.Thestandarddeviationoftheaveragemonitoredvertical
errorfortheleftandrightrail,Hisalsocalculatedfor200metersections.
Page82
Thestandarddeviationsforlateralandverticalerrors(SandH)arecalculatedfromshortwavelength
signals. Since the recorded signals from the measuring car are the combination of long and short
wavelengths,filteringisrequired.Thiscanbedonebyselectingonlysignalsintherangeof1to25meters.
Traffikverket uses several condition indices to describe the condition of the track, the most important of
whicharetheQvalueandKvalue.Thesearecalculatedbasedonthestandarddeviationoftheverticaland
lateraldisplacements,SandH,andthecomfortlimitsthatdefinetheacceptablestandarddeviationof
thelongitudinallevelfor200metertracksections.
TheformulaforcalculatingtheQvalueis:
Where:
Slim=ThecomfortlimitfortheSvalue,definedfordifferenttrackclasses(seeTable8)
Hlim=ThecomfortlimitfortheHvalue,definedfordifferenttrackclasses(seeTable8).
FIGURE40:SCHEME
Page83
The other index, the Kvalue, is the ratio between (l), the total length of the track with standard
deviationsbelowthecomfortlimits,andthetotallengthoftrack(L).Thisindexisusedtoobtainanoverall
pictureofthetrackconditionoveralongdistanceandiscalculatedbytheequation:
InadditiontotheQvalueandtheKvalue,twofaultlimitsaredefinedfor25cmtracksections,Bfaults
andCfaults.Cfaults,whicharesafetyrelatedlimits,identifythemaximumallowabledeviationfromthe
design position (see Figure 40), while Bfaults identify the limits for the execution of preventive
maintenance.Althoughtheselimitsaredefinedforpointfailure(25cm),thefaultnormallyoccursovera
lengthofatleast1to5metersduetorailstiffness.
The track of the iron ore line consists of two quality classes, K2 and K3, each with a different allowable
speed,dissimilarfaultthresholdsandcomfortlimitsforlocaltrains(seeTable8).
TABLE8:COMPARISONOFTHEALLOWABLELIMITSBETWEENK2ANDK3
Traffikverket outsources the tamping of each line to different contractors, mostly using performance
contracts.Inthistypeofoutsourcing,itisuptocontractorstoselectappropriatemethodsandplanforthe
work.Theyareresponsibleforbothregularmeasurementsoftrackgeometryandtamping,andtheybase
theirexecutionoftampingonthecalculatedQvaluesandCfaultlimits.
Tamping is executed as either preventive maintenance or corrective maintenance. Execution of tamping

due to the Cfault is considered corrective maintenance; tamping due to the Q value is considered
preventivemaintenance.ThismeansthatiftheQvalueofthetracksectionfallsbelowthecontractuallimit
Page84
and/or there is deviation in the track greater than the Cfault limits (safety limits), tamping should be
performed.Tampingisobligatory(i.e.requiredbyregulation)iftheCfaultvalueexceedstheCfaultlimit.
Intheperformancecontracts,twolimitsarespecifiedfortheQvalue,agoallimitandacontractuallimit.If
theactualQvalueofthetrackishigherthanthegoallimit,contractorswillreceiveabonus,whileifitis
belowthecontractuallimit,theymustpayapenalty.
POLAND
Thestateoftherailwaytrackisevaluatedby:
Measuring the basic parameters which characterize the situation of the tracks, the gauge, the
differences between the height of the rails, the twist, the horizontal and vertical differences of the
rails.
Thevalueofthestateofthetrackindex"J"
J=Sz+Sy+Sw+0.5Se/3.5
Measurementofadditionalparameterslike:
y
thesituationofthetrackinhorizontalandverticaltothealignmentofthecenterofthetrack,
In continuous welded rail track, the values of the displacements of the rails regarding to fixed
points.
Inunweldedrailtrackthevaluesofthedisplacementsoftheexpansionjoints.
Thereareotherindexwhichshowsthesuperstructuredegradationaccordingtothedegradationoftherails
(Gs),sleepers(Gp)andballast(Gt).
PORTUGAL
QualityIndexes
Thegeometricqualityofthetrackisevaluatedbasedonthestandarddeviationforthealignmentand
longitudinal level, calculated for each 200 meters track section. The worst value (alignment or level)
dictatesthequalitylevel.
Page85
GEOMETRICANALYSISFOR200METERSSECTION
INDEX
LIMITS
ACTION
QN1
WarningLimit
Tracksectioningoodstatus.
QN2
>WarningLimit1.3timesWarningLimit
Track section with maintenance needs for medium term.

Actions should be planned in line with the annual planning
accordingly with the desired geometric quality and the
degradationtrendknown.
QN3
>1.3timesWarningLimit
Tracksectionwithstrongevidenceofmaintenanceneedsin
a very short term. Actions to be included on the annual
maintenanceplanning.
SPAIN
Themethodologyusedforevaluatingthegeometricqualityofthetrackdependsonifitisconventionalor
highspeed.
On conventional lines, is expressed by the value of a Q index. This indicator is calculated appreciating,
ponderously,alltheflawsinthevariousparametersthatdeterminethegeometricqualityofthetrack.The
qualityindexQisobtainedfromthefollowingexpression:
S0=QualificationofparameterP0,longitudinallevellingofleftrail.
S1=QualificationofparameterP1,longitudinallevellingofrightrail.
S3=QualificationofparameterP3,trackgauge.
S4=QualificationofparameterP4,trackwarping.
S5=QualificationofparameterP5,crosslevelling.
S6=QualificationofparameterP6,alignmentonleftrail.
S7=QualificationofparameterP7,alignmentonrightrail.
Page86
TABLE9:PARAMETERSANDQUALITYINDEX.TRACKINOPERATION,NRV7300
RAIL144M
PARAMETER
GOOD ACCEPTABLE
RAIL288M
FAIR
POOR
BAD
GOOD ACCEPTABLE
FAIR
POOR
BAD
LEVELLINGS0,S1
56
5762
6370
7180
>80
112
113124
125138 139156
>156
WARPING,S4
24
2528
2934
3540
>40
38
3942
4348
4956
>56
GAUGE,S3
15
1620
2130
3145
>45
15
1620
2130
3145
>45
CANT,S5
108
109120
121136
137156
>156
164
165180
181206 207234
>234
ALIGMENT,S6,S7
56
5762
6370
7180
>80
112
113124
125138 139156
>156
QUALITYINDEX,Q
125
126140
141160
161185
>185
230
231255
256285 286325
>325
According to the table, is associated to each interval of Q variation a qualification of the track: good,
acceptable,fair,poorandbad.
Inhighspeedlinesindicatorsforlongitudinallevellingandalignmentaredefined,QN1,QN2andQN3.
QN1:Valuewhichadvisedamonitoringoftheprogressorremovedinnormalmaintenancecycles.
QN2:Valuethatforcetomademaintenanceoperationsinashortperiodoftime.
QN3:Unwantedsituation.
TABLE10:GEOMETRICQUALITYINAHIGHSPEEDLINE,ETI2005
SPEED
ALIGNMENT
LONGITUDINALLEVELING
QUALITYLEVELVALUE
QUALITYLEVELVALUE
QN1
QN2
QN1
QN2
12
14
12
MAXIMUM
DESVIATION
VALUE
QN1
QN2
QN1
QN2
Longitudinal levelling
MAXIMUMABSOLUTEVALUE
v80
PARAMETER
STANDARD
16
325m
1.0
1.3
Alignment325m
0.7
1.0
80<v120
10
12
2570m
2.0
3.0
120<v160
10
Alignment2570m
1.3
2.0
160<v200
70120m
2.7
4.0
10
200<v300
Alignment70120m
3.4
4.0
10
Warp
STANDARDDESVIATION
v80
1,5
1,8
2,3
2,6
Cant
0.7
10
80<v120
1,2
1,5
1,8
2,1
Gauge
0.7
+53
+105
120<v160
1,3
1,4
1,7
160<v200
0,8
1,1
1,2
1,5
200<v300
0,7
1,3
Page87
We can see that the geometric quality requirements are higher in high speed lines than in conventional
ones.
Ismandatorytoremarkthatbothmethodologiesareuseful,beingtheirobjectivesquitedifferent.Qisa
globalqualityindicator,ittrytoshow,inonevalue,thequalityofthetrackgivingmoreorlessimportance
toeachparameter.
Otherwise,theQNindex,triedtoevaluatetherailtrackqualityfromotherview,eachoftheseindicators
indicates a situation, trying to control the evolution of the rail track faults, recommending several
preventiveperformancetoeachlimitvalue,thesemethodlooksmoresuitable.
2.3.2 LEVELING,ALIGMENT,CAMBER,WARP
NORWAY
FromJD590:ThetrackgeometryisperiodicallymonitoredusingaTrackRecordingVehicle(ROGER1000).
Thetestfrequencyisdependentonthequalityclassofthetrack.Basedontheserecordingsthestandard
deviationandqualitynumberofthetrackiscalculated.
The standard deviation is as a rule calculated on the bases of 200 m or 1000 m length of line. Standard
deviationiscalculatedfortheselengthsandwithaccuracyasshowninthenexttable.
PARAMETRES
Standard deviation of
verticalalignment
horizontalalignment
superelevation(cant)
WAVELENGTH
MEASURINGACCURACY
BASISOFCALCULATION
3 25m
0.2mm
200m
2570m
0.5mm
1000m
70150m
1.5mm
1500m
3 25m
0.2mm
200m
2570m
0.5mm
1000m
70150m
1.5mm
1500m
3 25m
0.2mm
200m
2570m
0.5mm
1000m
Page88
Deviationingauge
Alloweddeviationsingaugefromcorevalue1435mm:
TABLE11:ALLOWEDDEVIATIONSINGAUGE
DEVIATIONINGAUGE(MM)
QUALITY
SPEED
CLASS
(KM/H)
NEWTRACK
MAINTENANCELIMIT
ACTIONLIMIT
IMMEDIATELIMIT
K0
145
+2/2
+5/3
+15/5
+28/7
K1
125140
+2/2
+7/3
+20/5
+35/8
K2
105120
+2/2
+7/3
+20/5
+35/9
K3
75100
+3/3
+15/5
+30/8
+35/9
K4
4570
+4/4
+15/5
+30/8
+35/9
K5
40
+5/5
+15/5
+30/8
+35/9
Deviationingaugeoverdistance
TABLE12:ALLOWEDDEVIATIONFORCHANGEINGAUGE
CHANGEINGAUGE(MM)
QUALITYCLASS SPEED(KM/H)
MAINTENANCELIMIT
ACTIONLIMIT
K0
145
10
K1
125 140
12
K2
105 120
15
K3
75 100
10
18
K4
45 70
12
21
K5
40
15
25
Variationsingaugeovertime
ActionLimit:Ifthegaugechangeswith6mmormoreduringayearshallbeinitiatedinvestigationsof
trackconstructiontouncoverthecauseoftherapidchange.
y
Woodensleepersshallbeexaminedforrottogetherwiththescrewholes.
Concretesleepersshouldbeexaminedforcracks/fracturesandwearoftheslip.
Trackgaugesincrosscurves
Incrosscurveswithouttransitioncurveswithintermediatestraightlinelessthan7m,thegaugeshall
notbegreaterthanthevalueinthetablebelow.
Page89
FIGURE41:TRANSITIONCURVESWITHINTERMEDIATESTRAIGHTLINELESSTHAN7M
TABLE13:MAXIMUMGAUGE
R1(M)
R2(M)
MAX.GAUGE(MM)
140200
140 200
1440
140200
200 300
1450
200300
200 300
1460
Ifoneofthecurveradiusesisgreaterthan300m,thegaugemustnotexceed1465mm.
Verticalgeometry
TABLE14:ALLOWEDUNEVENNESSINHEIGHT
UNEVENNESSINHEIGHTOFEACHRAIL(+/MM)
QUALITYCLASS
SPEED(KM/H)
NEWLYADJUSTED
MAINTENANCELIMIT
ACTIONLIMIT
K0
145
K1
125140
10
K2
105120
12
K3
75100
10
16
K4
4570
13
21
K5
40
17
27
TABLE15:ALLOWEDUNEVENNESSINSUPERELEVATION
UNEVENNESSINSUPERELEVATION(+/MM)
QUALITYCLASS
SPEED(KM/H)
NEWLYADJUSTED MAINTENANCELIMIT
ACTIONLIMIT
K0
145
K1
125140
K2
105120
K3
75100
10
K4
4570
10
13
K5
40
12
16
Page90
TABLE16:ALLOWEDTWISTWITH2METERMEASURINGBASIS
TWIST(+/MM)
QUALITYCLASS
SPEED(KM/H)
NEWLY
MAINTENANCE
ACTIONLIMIT
IMMIDIATELIMIT
R400M1) R<400M1)
K0
145
ADJUSTED
2
LIMIT
7
10
14
12
K1
125140
10
14
12
K2
105120
10
14
12
K3
75100
10
14
12
K4
4570
10
14
12
K5
40
10
14
12
TABLE17:ALLOWEDTWISTWITH9METERMEASURINGBASIS
TWIST(+/MM)
QUALITYCLASS
SPEED(KM/H)
NEWLY
MAINTENANCE
ADJUSTED
LIMIT
IMMIDIATELIMIT
ACTIONLIMIT
R400M1)
R<400M1)
K0
145
20
31
43
34
K1
125140
20
31
43
34
K2
105120
20
31
43
34
K3
75100
20
31
43
34
K4
4570
12
20
31
43
34
K5
40
15
20
31
43
34
Horisontalgeometry
QUALITY
SPEED
CLASS
(KM/H)
DEVIATIONSINRISING HEIGHT(+/ MM)

NEWLY
MAINTENANCE
ACTION
IMMIDIATE
ADJUSTED
LIMIT
LIMIT
LIMIT
K0
145
10
K1
125140
14
K2
105120
17
K3
75100
10
17
K4
4570
10
13
22
K5
40
13
16
22
Page91
Adjustment
y
Where the gauge exceeds the immediate limits, the adjustment must be executed immediately.
Speedrestrictionsuntilthefaultiscorrected.
When exceeding the action limit, it shall be repaired and monitored so that the limit of a) isn't
exceededbeforethenextmeasurement.
Exceedingthemaintenancelimits,maintenanceplannedsothattheerroriscorrectedatthelatest
beforetheactionlevelisexceededcanbeexpected.
SWEDEN
LEVELING,ALIGNMENT,CAMBER,WARP
Tomeasuretrackpositions,TraffikverkethasacentralmeasurementcarriageSTRIX(LittQih238).Vehicle
whatisrecordingistheBVF541.60.
TrackModeControl
Track mode control is performed to check the unevenness of track and allocate in relation to the
landscapedgeometry.Smalltrackirregularitiescanresultuncomfortabledisruptiontopassengersand
largertrackirregularitiesmayinvolveriskofderailment.
Differentkindsoftrackpositioncontrol:
y
TrackModeControlwithrecordingvehicle:Thetrackwillbeloadedandthemeasurementresultis
recordedcontinuously.ThemeasurementcarriageSTRIXalsomakesatrackpositionthatprovides
objectivequalityforshortandlongdistances.
Manualtrackpositioncontrol.Itisusedwhenderailmentisnotrecordingvehicle.
Control of the absolute position in the track. It is used in track measure geodetic and whose
position is consolidated. Intended mode can always be restored and rail voltages can be
controlled.LimitsareinBVF541.60.
QualityClassesfortrackposition
QualityClassfortrackpositionisdeterminedonthebasisofappliedsthforlocomotivecategoryAand
thesthspeedinTable19.SthfortraincategoryBwith20%higherthancategoryAdoesnotaffectthe
qualityclass.
Page92
TABLE18:QUALITYCLASSESFORTRACKPOSITION
QUALITYCLASS
STH LOCOMOTIVE
KATA(KM/H)
STHSPEED
K0
145
185
K1
125 140
160 180
K2
105 120
135 155
K3
75 100
95 130
K4
40 70
90
K5
40
K0K4refersrailroadtracksandK5intendssideandindustrialsidings.
Quality
Qualitystandardsrelatetoboththerequirementsforgoodpassengercomfortandforoptimum
safetyagainstderailment.
Pointfailures
Forsinglepointfailures,thegeometryarrangedinthefollowingrespects:
AltitudeMode125m(shortwave),leftandrightrails
HeightLocation2560/80/100m(longwave),meanleftandrightrails
Skewthemeasurementbase6mand3m
Cant
Lateralalignment125m(shortwave),leftandrightrails
Lateralalignment2560/80/100m(longwavelength),meanrightandleftrails
Track
QualitystandardsforsinglepointfailuresaregiveninTables19and20.ThevaluesinTable19and
20 relate deviations from the default value of lines of track position chart. For skew, cant and
gaugeisthedefaultvalueequaltotherashtoappearwithregardtoarrangedtrackgeometry.The
tablecolumnsA,BandCwiththefollowingmeanings:
ColumnA
Specifies the size allowed on the residual error in new adjustment of the track. Occasional
larger error can be accepted. The newly built seamlessly track with new track equipment
alwaysappliedclassK0independentofappliedsth.
Page93
ColumnB
Specifies values for maintenance. Track Location errors should be corrected in most cases
before they reach this size. Table values can be exceeded in individual points that are kept
undersurveillanceuntiltheyresolved.
ColumnC
Errors that exceed this limit must be addressed urgently. Until the fault is rectified
contemplated, the rate reduction depend on the magnitude of the error, track position in
generalandotherconditions.
TABLE19:QUALITYSTANDARDSFORSINGLEPOINTFAILURES,HEIGHT
DEVIATIONFROMDEFAULT(MM)
UPPERREGISTER
QUALITY
CLASS
STH
LOCOMOTIVE
KM/TIM
STHSPEED
KM/TIM
CANT
SHORTWAVY
LONGROW
WRONG125M
ERROR
SKEW
DEVIATION
SKEW
MEASUREMENT MEASUREMENT
WAVELENGTH (BENCHMARK)
BASE6M
BASE3M
K0
145
185
15
13
K1
125140
160180
10
15
10
15
10
K2
105120
135155
12
15
11
17
11
K3
75100
95130
10
16
10
13
19
13
K4
4070
6090
13
21
10
13
16
23
10
15
K5
40
17
27
12
16
10
19
27
12
15
Lineinthegraph
2and 3
Page94
TABLE20:QUALITYSTANDARDSFORSINGLEPOINTFAILURES,LATERALPOSITION
DEVIATIONFROMDEFAULT(MM)
LATERALALIGNMENT
QUALITY
CLASS
STH
LOCOMOTIVE
STHSPEED
KM/TIM
KM/TIM
GAUGE
SHORTWAVY
LONGWAVY
DEVIATIONFROM
MODIFICATI
WRONG125M
ERROR
NOMINALVALUE1435
ONIN10M
MM
TRACK
WAVELENGTH (BENCHMARKS
A
K0
145
185
10
+15,5
10
K1
125140
160180
10
+7,5
+20,5
12
K2
105120
135155
10
+10,5
+25,5
15
K3
75100
95130
10
+15,5
+30,5
10
18
K4
4070
6090
10
13
+20,5
+35,5
12
21
K5
40
13
16
+20,5
+35,5
15
25
Lineinthegraph
8and 9
10
11
TrackLocationStats
The measurements in the trailer analysis system calculate the standard deviation () for track
location parameters height, cant, position and interaction. Standard deviations are calculated
sliding over a track length of 200 m in Table 21 below shows the thresholds (benchmarks) for
comfort.
TABLE21:COMFORTLIMITSFORSTANDARDDEVIATIONS
COMFORTLIMIT
QUALITY
CLASS
STH
STHFAST
LOCOMOTIVE
TRAIN
KM/TIM
KM/TIM
K0
145
185
K1
125140
160 180
K2
105120
135 155
K3
75100
95 130
K4
4070
60 90
K5
40
UPPER
RATIORAIL
LATERAL
COLLABORATION
REGISTERH
ALIGNMENTP
MM
MM
MM
MM
1,1
0,9
1,1
1,6
1,0
1,2
1,7
1,2
1,3
1,9
1,4
1,7
2,4
1,8
2,0
3,1
2,2
2,4
3,6
1,3
The values of the table are used i.e. for the calculation of quality factor Q and K, which among
otherthingsreportinthevaluationchartsandvaluationlists.
Page95
Ahighqualityvaluemeansthattrackpositionaverageisgood,buttherestillmayhaveafewlarge
isolateddefects.
QratioisameasureoftheaveragevaluesrelativetothecomfortlimitsinTable21.Itcanbe
usedasabasisformaintenanceplanningandmonitoringoftracksectionswithalengthofabout
onekilometreandup.
Cost ratio indicates how much of a stretch where all values below the comfort limits. K's are
primarily used for Traffikverket comprehensive monitoring of trace mode for longer distances
(trackpiecesandstring)andisunsuitableasabasisformaintenanceplanninginshortersections.
KandQfactor>80meansthatthetrackpositionontheroutelargelycomplieswiththelimitsin
Table21.
DerailmentHazardouswrong
If the irregularities in the track are detected, and can present a risk of derailment, should be
considered:
Iftrafficmustbeimmediatelystopped;or
Iftrafficmaybedrivenatreducedspeedandunderanycoveragebycheckingthetrackbefore
eachtrainuntilthefaultisrectified.
Thefollowingtrackirregularitiesshouldbegivenspecialconsiderationwithregardtotherisk
ofderailment:
-
Trackwidthgreaterthan1470mm.Vulnerablesectionsarecurvedtrackwithsmallradio
(side wear on surface), especially itineraries in and adjacent to the crossing where the
sleepersandrailfastenersareinpoorcondition.
Skew(evenacantchange):
POINTEDRUSH[MM]
POINTEDRUSH[MM]
Basemeasurements6m
RAMPTALIPARENTES
>30
RAMPTALIPARENTES
>25
Basemeasurements3m
(<200)
>18
(<240)
>15
(<167)
(<200)
(Ramptal=1000*measurementbase/rash)
Page96
Superelevationerrorsarecalculatedfromthezerolineofthecantramp(totalskewwillbetaken
intoaccount).
Skewederrorthecurveshouldbeconsideredmoreseriousthaninthestraighttrack.Pointedrash
intrackmodediagrammeansshortfaults,suchaslowjointinonerail.
Blunt ruling means that the fault is long and that the real change of cant terms with longer
measurementbaseislargerthantheangleofthetrackpositionchart.
POLAND
These tables show the Permissible deviations of the measured parameters to ensure the comfort of the
travel depending on the measures made by work test car and electronics surveys systems and manually
ones.
Thepermissiblevaluesofthemainparametersoftherailwaytracksituation(forcontinuousmeasurements
madewithaDresinaandelectronicsurveysystem)are:
SPEED
[KM/H]
INEQUALITIES
HORIZONTAL VERTICAL
TWIST
5M[MM]
RAILWAYGAUGEDIFFERENCES
WIDER
REDUCTIONS
GRADIENT
[MM]
[MM]
[MM/M]
CANT
INDEX
[MM]
J[MM]
[MM]
[MM]
200
1,3
180
1,6
160
2,1
140
10
12
2,7
120
10
12
12
3,3
100
13
14
14
10
15
4,3
80
17
18
16
10
20
5,3
70
20
21
18
12
20
6,1
60
24
25
19
15
25
7,0
50
29
30
21
17
25
8,2
40
35
35
23
20
25
9,6
30
44
40
25
25
25
11,2
20
53
50
30
32
10
25
14,5
Page97
Thepermissiblevaluesofthemainparametersofthetracksformanuallymeasuresare:
HEIGHT
SPEED[KM/H]
GAUGE[MM]
ARROW
LEVEL
DIFFERENCEOF DIFERRENCEIN DIFFERENCEOF
DIFFERENCES
INHEIGHTOF
RAILLOCATION
10MROPE
ALIGMNET
ALIGMNET
[MM]
[MM]
MARKS[MM]
MARKS[MM]
200
Nomeasuresaredone.
180
Nomeasuresaredone.
EXPANSIN
DIFFERENCESIN
THESAMEUNION
JOINTS:
MAX/MIN.[MM]
160
+4,6
10
10
140
+8,5
12
10
10
120
+9,7
12
10
10
10
100
+10,7
15
12
15
15
80
+10,8
20
14
15
15
70
+12,8
20
15
15
15
60
+15,8
25
16
15
15
50
+17,8
25
17
15
15
40
+20,9
25
18
20
20
30
+25,9
25
20
30
30
20
+35,10
25
25
35
35
Belowarethedifferencesevaluationcriteriaofthestateoftherailwaysuperstructure.
Rails
NUMBEROF
CLASS
ADMISSIBLERAIL
BREAKINGPER1KM
VERTICALADMISIBLE
LATERALADMISIBLE
WEARINGOFTHERAIL[MM]
WEARINGOFTHERAIL[MM]
UIC60(60E1)
OTHERS
UIC60(60E1)
DECLINATION
ANGLEOF
LATERAL
SURFACEOFRAIL
ALL
ORIGINALS
DNPC
DNPP
12
14
14
18
12
16
10
20
14
60
16
14
20
17
55
4Y5
10
20
16
22
19
55
OTHERS
HEAD
65
LATERALTRACKS
28
25
totheloweredgeofthehead
55
Comment:
1) When there are simultaneous vertical and lateral wear should be reduced by half the effective lateral
wear.
2)Inclass0tracks,afterreachingtheallowablelateralwearisforbiddentochange(swap)railsofdifferent
sides.
3) On changed rails, the vertically wear have tobe reducedbyhalf of the sumof the actual wear of both
lateralsides.
Page98
Sleepers
SLEEPERS
CLASIFICATIONCRITERIA
DEGRADATION
LEVEL
WOODSLEEPERS
LOWWEAR
Incisionoftheplatetothedepthof6mm.
Openlongitudinalcracksnogreaterthan10mm.Obliquitynotexceeding50mm.
MEDIUMWEAR Incisionoftheplate612mm.Openlongitudinalcracksgreaterthan15mm.
Dentsandscratchesfromthesurfaceupto20mm.Obliquityto130mm(withabsence
ofcracksandincisionsto160mm).
HIGHWEAR
Incisionsoftheplatesandthetotaldepth.Longitudinalcracksopenmorethan15mm.
Moresurfacedefectsof20mm.Tracesofrot.Obliquityasintheprevioussection.
VERYHIGH
Youcantaketheboltsfinger.Opencracks30mmandmore.Transversecracks(cracks)
visible.Decayedsleepers.
WEAR
00,2
0,20,7
0,70,9
0,91,0
CONCRETESLEEPERS.
LOWWEAR
Nocracksandbreaksintherailbelow.Uniquehairlinecracksinthecentralportionin
theamountofupto5perrailsleepers30m(4to25sleepersperlanem).
MDIUMWEAR Nocracksandbreaksintherailbelow.Sloughinghairlinecracksintheconcreteinthe
centralpartupto10sleepersforrail30m(8sleepersforrailto25m).
HIGHWEAR
VERYHIGH
WEAR.
Cracksintheundersideoftherailwithoutsloughingofconcretesleepersto5perlane
of30m(upto4sleepersperrail25m)orshreddingup2runnersperlaneof30mand
25m.Hairlinecracksinthecentralpartofconcretecrumblinguntilsleepersforrail15
(30mto12sleepersforrail25m).Cracksinthecentralpartofconcretecrumbling
sleepersforrailto330mand25m.Breaksup2runnersperlaneof30and25m.
Cracksintheundersideoftherailwithoutbreakinguptheconcreteintheamountof
upto5perrailsleepers30m(upto4sleepersforrail25m)orcrumblingofconcrete
sleepersover2perlaneof25to30m.Cracksinthecentralpartoftheconcrete
withoutchippinginover15sleepersperlaneof30m(over12sleepersperrail25m)
orcrushingofconcretesleepersforover3lanesof30mand25m.3andmorebreaks
byrailsleepers30and25m.
00,2
0,20,7
0,70,9
0,91,0
Ballast
BALLAST
CLASIFICATIONCRITERIA
GOOD
Noclog.Smallamountofherbs.Completefillingofthebottomfacesofthesleepers.
Nodetachmentoftheballastisinthebottomfacesofthesleepers.Sleepersspaces
filled.Theballastcompactedandstabilized.Nosymptomsofvoidsbeneaththe
sleepers.
Clogsingular,nomorethantwoconsecutivesleepersintheamountnotexceeding
15%ofsleepers.Lotsofherbs.Sleepersuniquelowerfacediscovereduntil2/3height.
Clogin3to5consecutivesleepers,haveoverallinanamountofupto30%ofsleepers.
Lotsofherbs.Deficienciesofballastspacesbetweensleepersto2/3oftheheightof
theties.
Clogover5consecutivesleepers,intotalinanamountexceeding30%ofsleepers.
Emptyspacesbetweenthesleepers.Theundersidesofthesleeperscompletely
uncoveredoveralengthof4m.
REGULAR
BAD
WORST
WEARLEVEL
00,2
0,20,6
0,60,8
>0,8
Page99
PORTUGAL
Here are presented the tolerances and standard deviations of the geometric parameters for the track
gauges1668mm,1435mmand1000mm.Thefollowingsituationsareconsidered:
Worksacceptance(distinguishedbetweennew/renewedtracksandmaintenanceworks)
Maintenancedecisionsactions
The track quality evaluation for the maintenance decisions is performed taking the following tolerance
concepts:
Warning(workplanning)
Intervention(shorttermactions)
Immediateaction
Thetolerancesforworksacceptanceandimmediateactionaremandatory,theotheronesareestablished
as reference values and managed accordingly the REFER maintenance policy taking as input the quality
level desired for the track, anomaly corrections timings and monitoring and inspections frequencies
affectedtothemajoranomalies.
TOLERANCESDEFINITIONS
Warningtolerance
Thevalueofthegeometricparameterthatwhenoverpassedoriginatesaninputontheprogrammatic
maintenance works. The timeline for the works scheduling will be defined by infrastructure
maintenanceresponsibleorganizationrelyingonthedefinedlimitsandresourceavailable.
Interventiontolerance
The value of the geometric parameter that when overpassed originates a short term maintenance
actionsinorderthatthedegradationdoesntreachtheworsttoleranceclassificationandtheneedof
animmediateaction.
Page100
Immediateactiontolerance
Thevalueofgeometricparameterthatshouldnotbereached,otherwiseanimmediatemaintenance
correctionactionshalltakeplaceortherespectivetracksubmittedtoaspeedconstrainorcirculation
interdiction.
GEOMETRICTOLERANCESFORMAINTENANCEWORKSACCEPTANCE
TABLE22:GEOMETRICPARAMETERSTOLERANCESFORTRACKGAUGES1668MMAND1435MMFORMAINTENANCE
WORKS
25M70M
ALIGNMENT
ALIGNMENT
25M70M
1M25M
LONGITUDINAL
LONGITUDINAL
(3METERS)
PROJECTEFERENCE
ALIGNMENTWRT
LONGITUDINAL
TRANSVERSAL
GEOMETRICPARAMETERS (MM)
II
160<V230
2/+5
III
120<V160
2/+5
4.5
n.a
n.a
IV
80<V120
3/+5
4.5
n.a
n.a
40<V80
3/+7
4.5
n.a
n.a
VI
V40
3/+8
n.a
n.a
1M25M
2/+4
LEVEL
V>230
LEVEL
WARP
(KM/H)
LEVEL
CLASS
LEVEL
SPEED
GAUGE
QUALITY
TABLE23:GEOMETRICPARAMETERSTOLERANCESFORTRACKGAUGE1000MMFORMAINTENANCEWORKS
ALIGNMENT
LONGITUDINAL
(3METERS)
PROJECTREFERENCE
ALIGNMENTWRT
LONGITUDINAL
TRANSVERSAL
40<V80
3/+7
VI
V40
3/+8
1M25M
3/+5
1M25M
80<V120
LEVEL
IV
WARP
(KM/H)
LEVEL
CLASS
LEVEL
SPEED
GAUGE
QUALITY
Page101
GEOMETRICTOLERANCESFORMAINTENANCEACTIONSPLANNING
Warningtolerances
TABLE24:GEOMETRICPARAMETERSWARNINGTOLERANCESFORTRACKGAUGES1668MMAND1435MMFOR
MAINTENANCEACTIONSPLANNING
(3METERS)
25M70M
ALIGNMENT
ALIGNMENT
25M70M
LONGITUDINAL
LONGITUDINAL
1/+16
10
18
13
II
160<V230
4/+20
3/+16
12
20
15
III
120<V160
6/+25
3/+16
15
n.a.
n.a.
12
IV
80<V120
7/+25
5/+22
16
n.a
11
n.a
12
40<V80
7/+25
6/+25
18
n.a.
15
n.a.
12
VI
V40
7/+25
n.a./+25
18
n.a.
15
n.a.
12
LEVEL
WARP
3/+20
1M25M
V>230
LEVEL
1M25M
(KM/H)
AVERAGE
CLASS
GAUGE
SPEED
GAUGE
QUALITY
TABLE25:GEOMETRICPARAMETERSWARNINGTOLERANCESFORTRACKGAUGE1000MMFORMAINTENANCE
ACTIONSPLANNING
(3METERS)
ALIGNMENT
IV
80<V120
7/+25
5/+22
16
11
40<V80
7/+25
6/+25
18
15
VI
V40
7/+25
n.a./+25
18
15
WARP
GAUGE
1M25M
(KM/H)
1M25M
CLASS
LEVEL
SPEED
AVERAGE
QUALITY
GAUGE
LONGITUDINAL
TABLE26:STANDARDDEVIATIONWARNINGTOLERANCESFORTRACKGAUGES1668MMAND1435MMFOR
STANDARD DEVIATION(MM)
QUALITY
SPEED
CLASS
(KM/H)
LONGITUDINALLEVEL1M25M
ALIGNMENT1M25M
V>230
1.5
1.0
II
160<V230
1.9
1.1
III
120<V160
2.4
1.3
IV
80<V120
2.7
1.5
40<V80
3.0
1.8
VI
V40
3.3
2.1
Page102
TABLE27:STANDARDDEVIATIONWARNINGTOLERANCESFORTRACKGAUGE1000MMFORMAINTENANCE
ACTIONSPLANNING
STANDARDDEVIATION(MM)
QUALITY
SPEED
LONGITUDINAL
CLASS
(KM/H)
LEVEL
ALIGNMENT
1M25M
1M25M
IV
80<V120
2.7
1.5
40<V80
3.0
1.8
VI
V40
3.3
2.1
Interventiontolerancesfortrackgauges1668mmand1435mm
TABLE28:GEOMETRICPARAMETERSINTERVENTIONTOLERANCESFORTRACKGAUGES1668MMAND1435MMFOR
MAINTENANCE
(3METERS)
25M70M
ALIGNMENT
ALIGNMENT
25M70M
LONGITUDINAL
LONGITUDINAL
GAUGEAVERAGE
4/+23
2/+18
12
20
14
12
II
160<V230
5/+23
4/+18
14
23
17
12
III
120<V160
8/+30
4/+18
17
n.a.
10
n.a.
15
IV
80<V120
9/+30
6/+25
19
n.a.
13
n.a
15
40<V80
9/+30
7/+28
21
n.a.
17
n.a.
15
VI
V40
9/+30
n.a./+28
21
n.a.
17
n.a.
15
WARP
V>230
1M25M
LEVEL
(KM/H)
1M25M
CLASS
LEVEL
SPEED
GAUGE
QUALITY
TABLE29:GEOMETRICPARAMETERSINTERVENTIONTOLERANCESFORTRACKGAUGE1000MMFOR
6/+25
19
13
11
40<V80
9/+30
7/+28
21
17
11
VI
V40
9/+30
n.a./+28
21
17
11
(3METERS)
9/+30
WARP
80<V120
1M25M
GAUGEAVERAGE
IV
ALIGNMENT
(KM/H)
1M25M
CLASS
LEVEL
SPEED
LONGITUDINAL
QUALITY
GAUGE
Page103
Immediateactiontolerancesfortrackgauges1668mmand1435mm
TABLE30:GEOMETRICPARAMETERSIMMEDIATEACTIONTOLERANCESFORTRACKGAUGES1668MMAND
1435MMFORMAINTENANCE
(3METERS)
25M70M
ALIGNMENT
ALIGNMENT
25M70M
LONGITUDINAL
LONGITUDINAL
GAUGEAVERAGE
5/+28
4/+20
16
28
10
20
15
II
160<V230
7/+28
6/+20
20
33
12
24
15
III
120<V160
10/+35
6/+20
23
n.a.
14
n.a.
21
IV
80<V120
11/+35
8/+27
26
n.a.
17
n.a.
21
40<V80
11/+35
9/+32
28
n.a.
22
n.a.
21
VI
V40
11/+35
n.a./+32
31
n.a.
25
n.a.
21
WARP
V>230
1M25M
LEVEL
(KM/H)
1M25M
CLASS
LEVEL
SPEED
GAUGE
QUALITY
TABLE31:GEOMETRICPARAMETERSIMMEDIATEACTIONTOLERANCESFORTRACKGAUGE1000MMFOR
8/+27
26
17
15
40<V80
11/+35
9/+32
28
22
15
VI
V40
11/+35
n.a./+32
31
25
15
(3METERS)
11/+35
WARP
80<V120
1M25M
GAUGEAVERAGE
IV
ALIGNMENT
(KM/H)
1M25M
CLASS
LEVEL
SPEED
LONGITUDINAL
QUALITY
GAUGE
SPAIN
Railways must have geometric quality requirements to operate the circulations in conditions of comfort
and safety. The quality of the railways can be defined as a set of inherent properties that allow
characterizingthepathandvalue.
ThetablesbelowshowtheparametersmeasuredinthegeometricauscultationsmadeintheSpanishhigh
speedtracks.
Page104
TRACK
FILTERING
PARAMETERS
PARAMETERS
AXLEBOX
ACCELERATIONS
TRACKGEOMETRY
DYNAMICSEFECTS
0.030.10m.
Shortwavecorrugation
0.100.30m.
Mediumwavecorrugation
Railwheeldynamicoverloads:Rollingcontactfatigue
Longwavecorrugation
Vibrations:Lackofcomfort
Levellingdefectsinweldsandjoints
Noise:Lackofcomfort
0.301.00m.
13m.
Longwavecorrugation
Railwheeldynamicoverloads:
LONGITUDINAL
325m.
Shortwavelevellingdefects
Rollingcontactfatigue
Insecurity
LEVELLING
2570m.
Mediumwavelevellingdefects
Carbodyaccelerationsmediumspeed:Lackof
70120m.
Longwavelevellingdefects
comfort
325m.
Shortwavetransversalleveldefects
Insecurity
TRANSVERSAL
LEVELLING
2570m.
70120m.
base3m.
WARPING
base5m.
base9m.
Mediumwavetransversallevel
defects
Longwavetransversalleveldefects
Warpingdefectsshortdistance
betweenpivots
Warpingdefectsmediumdistance
betweenpivots
Warpingdefectslongdistance
betweenpivots
Carbodyaccelerationsmediumspeed:
Lackofcomfort
Bogiederailment
Shortaxlewagonderailment
Longaxlewagonderailment
325m.
Shortwavealignmentdefects
Insecurity
ALIGNMENT
2570m.
Mediumwavealignmentdefects
Carbodyaccelerationsmediumspeed:Lackof
70120m.
Longwavealignmentdefects
comfort
TRACKGAUGE
325m.
TRANSVERSE
Insecurity
70m.
HEADRAIL
Trackgaugevariation
Mediumtrackgauge
Verticalwearinrail
Lateralwearinrail
SECTION
Ridestability:insecurity
Ridestability:insecurity
Totalwear
CURVATURE
70m.
Trackgroundlayout
SUPERELEVATION
70m.
Trackground layout
Determinationmaximumcirculationspeed
TRACKPROFILE
200m.
Trackelevationlayout
Determinationofminimumbrakingdistances
Page105
The thresholds depend on the speed of the trains and they are more restricted as higher is the speed.
Whenameasureisexceeded,thepathisincludedinthemaintenanceschedule.
TABLE32:SHORTWAVEACTION
CORRECTIVEACTIONFORPUNCTUALDEFECTS
CORRECTIVEACTIONFORQUALITYTRACK
TRESHOLDS(WAVELENGTH325M)
TRESHOLDS(WAVELENGTH325M)
LONGITUDINAL TRANSVERSAL ALIGMENT
SPEED(KM/H)
LEVEL(MM)
LEVEL(MM)
(MM)
V80
+/16
+/10
+/ 14
80<V120
+/12
+/8
120<V160
+/10
160<V200
WIDE
VARIATION
LONGITUDINAL TRANSVERSAL ALIGMENT
WIDE
VARIATION
LEVEL(MM)
LEVEL(MM)
(MM)
+/ 9
2,5
2,4
1,8
+/ 10
+/ 8
2,1
1,9
1,5
1,7
+/7
+/ 8
+/ 7
1,8
1,5
1,3
1,5
+/ 9
+/6
+/7
+/6
1,5
1,2
1,1
1,3
200<V240
+/ 8
+/5
+/ 6
+/ 5
1,3
1,0
1,0
1,1
240<V280
+/ 7
+/4
+/ 5
+/ 4
1,1
0,8
0,8
1,0
280<V320
+/ 6
+/3
+/ 4
+/ 3
1,0
0,7
0,7
0,9
V>320
+/ 5
+/2
+/ 3
+/ 2
0,9
0,6
0,6
0,8
(MM)
(MM)
Othercorrectiveinterventionthresholdstoevaluatethequalityofthetracksaremadewithdifferentlong
wave,2570,70120.
Other kind of thresholds can be finding into dynamic auscultations, they are a great source to plan
maintenance tasks. Next, the accepted ranges of values of lateral bogie acceleration alb,vertical axle box
accelerationavc,andverticalandlateralcarbodyacceleration,alv;avv,andtherecommendedactionsifthese
valuesareexceededcanbeseeninthetablebelow.
ACCELERATIONLEVELANDRECOMENDED
ACCELERATIONAUSCULTATIONS,AVES100(M/S2)
2,5(1)
alb
4,0
>6,0
avc
4
30
50
1(2)
6,0
50,0
70,0
2,0
>70
alv
>2,5
ACTION
avv
2
2,5
2,0
2,5
>2,5
Surveillancelevel
Checkoutandprogrammedactions
Checkoutandimmediateactions
Page106
2.4 DIFFERENCESBETWEENDIFERENTSKINDSOFTRAFFIC,PASSANGERS,FREIGHT
Inthischapterwecanseeandoverviewofthedifferentkindoftrafficthatexistsalongthecorridorswhita
short description of the main characteristics of the nets and what resources are used for maintenance
measures.
NORWAY
Norwegianrailwaynetworkisformedby4087kilometres,242kilometresofdoubletrack,2622kilometres
electrified,which64areofhighspeed.
Thetablegivesanoverviewofvalidanddifferentsuperstructureclassesandcorrespondingpassengersand
freighttrainsAxleLoadandspeed.
Wagons in passenger trains Passenger train sets

S uperstructure
class
Nominal axle
load (ton)
M ax speed
(km/h)
Nominal axle
load (ton)
M ax speed
(km/h)
16
90
16
90
18
100
18
100
18
160
20,5
18
130
160
C+
18
160
20,5
160
160
200
250
300
130
18
230
20,5
20
18
17
Ofotbanen
18
130
20,5
Freight trains/working machine s
Nominal axle
load (ton)
M ax speed (km/h)
22,5
16,5
22,5
20,5
18
22,5
20,5
18
24
22,5
18
25
22,5
18
30
70
30
70
80
80
90
100
50
90
110
70
100
110
30
22,5
50
70
Thetableistransformedintothreeschematicmaps:
Wagonsinpassengerstrains
Passengerstrainsets
Freighttrains
Visualizing the geographical coverage of lines, the values for axle Load and corresponding Speed are
optimal values and are limited by specific sign post along the lines. The colour of the lines in the map
reflectstheclassificationcolourintable.
Page107
Contactlinevoltage:Thevoltageinthecontactlineisnominal15kV20/+15%(12kV17,25kV).
Nominaltrackgauge:Nominaltrackgaugeis1435mm.
SWEDEN
SwedishRailnetisconfirmedbyatotalof12,821kmdividedinto:
1152doubletrackkilometres
7918electrifiedkilometres
221kmareofnarrowgauge
LOADCAPACITYOFTHETRACK
Twoparametersdefinetheloadcapacityofatrack:maximumpermittedaxleload(STAX,unit:tonnes)and
maximumpermittedvehicleweightpermetre(STVM,unit:tonnes/m).
EverytrackhasaSTAXvaluewhichindicatestheamountofloadthateachaxleisallowedtoexertonthe
track.STAX30tonnesareonlyallowedwithfouraxlebogiewagonsonspeciallyupgradedroutesoftrack.
EverytrackhasanSTVMratingwhichindicatesthehighestpermittedvehicleweightpermetre.InSweden,
themostcommonfigureisSTVM6.4tonnes/metre.
On the Malmbanan and on the Boden centralLule section the permitted vehicle weight is
12.0tonnes/metre.
POWERSUPPLY
Trainsobtaintheirpowersupplyfromanoverheadcontactwirewhichdeliversanominalvoltageof15.000
voltsat162/3Hz.
Theresourcesusedformaintenanceandtheirfrequenciesare:
Page108
Therearetwotypesoftrackgeometrycars:
therearethreeolderIMV100s(100km/h);and
anewerSTRIX(160km/h).
The following, with their respective annual frequency according to inspection class, are measured by the
trackgeometrycars:
Geometricpositionofrail,16timesperyear
Railprofile,2timesperyear
Longandshortpitchcorrugation,1timesperyear
Videorecordingoftrackandsurroundings,12timesperyear
Ballastprofile,1timesperyear
Overheadcontactwire,3timesperyear
POLAND
ThelengthsofPolishrailwaytracksare23.429km;themainrailwaytrafficisover14.800kminfirstclass
lines, corresponding to 90 % of the traffic operations. 11.938 km are power supply lines, 3 Kv, 7.929 km
overdoubletracks,and4.009oversingleones
NO
CATEGORYOF
RAILWAYLINE
TECHNICALEXPLOTATIVEPARAMETERS
LOADBYTRAIN
SPEEDOFPASSENGER
SPEEDOFGOOD
MAX.LOADPER
PERYEAR
TRAIN(KM/H)
TRAIN(KM/H)
AXIS(KN)
(TG/YEAR)
1
Mainlines(0)
T25
120<Vmax200
80<Vmax120
P221
PrimaryLines(1)
10T<25
80<Vmax120
60<Vmax80
210P<221
Secondarylines(2)
3T<10
60<Vmax80
50<Vmax60
200P<210
Loallines(3)
T<3
Vmax60
Vmax50
P<200
Page109
Where:
InternationalgaugeUIC(1435mm),20.171km
Widegauge(600,750y1000mm),189km.
Sovietgauge(1520mm),con3.069km.
PORTUGAL
Portuguese railway network is formed by 2794

kilometres, 610 kilometers of double track, and
2184kilometresofsingletrack
Where 2602 km are of Broad gauge track (1668

mm) and 192 km are Narrow gauge track (1000
mm)1629kmarepowersupplylines,1604km25
Kv/50Hz,25km1500V.
Thefasterlinesallowspeedbetween160km/hand
220 km/h, while the slowest allow speeds of 50
km/h.
SPAIN
The highspeedlinesare mostlybuilt with theInternationalgauge,1435mm.thereare84KminIberian

gauge1668,dobletrack,thevoltageisnominal25kV50HzfollowingtheEuropeanETI.
The conventional net is spread through

Spainandisthesupporterofdifferentkind
of transport services, passengers, freight
and medium distances not covered by the
high speed ones, the conventional nets
administrated by ADIF has 11628 km with
Iberiangaugethereare120kmwiththree
railsfortwogauges,onetrack,mostofthe
70% of the net, and 54% of it is power
supply.
Page110
The conventional line is classificated in sub

networks:
CercaniasNet(A1,A2,ByC)
NetA1yA2(principlecorridors)
NetB(stretcheswithlowtraffic)
NetC(littletraffic)
Thereareanotherkindofnetwork,themetricgauge
one,with1192km,28bypowersupplyanda7%of
doubletrack.
Thehighspeedlinesallowspeedof300km/horhigher,theconventionalones,Iberiangauge,reachspeeds
between160and220km/h,withnominalloadexefrom16tnto22,5tn.
RESOURCES:
GEOMETRICTRACKTEST:
ULTRASONICTEST:
Labcar(200km/h):
Trackcar(80Km/h)
Conventional lines (A1, A2 yB): 1 time
peryear
y
HighSpeedLines:2timesperyear
Conventional lines (A1, A2 yB): 2 times

peryear
Testmotorvehicle(120km/h).
y

peryear
VISUALINSPECTIONS:
DYNAMICTEST:
Labcar200Km/h
TrainSpeed:300km/h
peryear
y
HighSpeedLines:2timesperyear.

peryear
Page111
2.5 INFLUENCEOFINFRASTRUCTUREOVERSUPERSTUCTURE
2.5.1 EXTERNALAGENTS
Therearemanyfactorswhichinfluencethedegradationprocess.Thesefactorshavebeenidentifiedduring
thestudyofrailsandflowlinesandarebrieflydescribedinthischapter.Theconceptofthevirtualfailure
stateisalsohighlightedinthistask.
IDENTIFICATIONOFTHEFACTORSINFLUENCINGRAILDEGRADATION
Inordertoidentifythefactorsinfluencingtheraildegradationprocess,varioussourcesofinformationhave
been examined. These included a literature survey, inputs from various railwayrelated conferences
attended,anddiscussionsandconsultationswithrailmaintenanceexpertsfromTrafikverketandJVTC.The
identifiedfactorsresponsibleforraildegradationareillustratedusingacauseandeffectdiagraminFigure
42andarebrieflydescribedbelow.
FIGURE42:CAUSEANDEFFECTDIAGRAMFORTHEFACTORSINFLUENCINGRAILDEGRADATION
Page112
Theidentifiedfactorsare:
ConditionofAssets
Assets in a poor condition (for example sleepers, fastenings, ballast, etc.) accelerate the rail
degradationrate.Fishplateshavingadegradedconditionorloosefishboltswillcausetherailjointgap
tocloseorfullyopen,evenatminortemperaturechanges.Thismayresultinrailbucklingorrailend
degradation.
AgeofRails
Sometimesrailreplacementbecomesessentialduetodegradationintherailsmaterialpropertiesover
aperiodoftimeandusage.Thisisknownasageinginrailsandreplacementisrequired,asagedrails
maydegradethewheelmaterialduringrailwheelinteractionorviceversa.
Axleload
This is a measure of the deterioration of track quality and as such provides an indication of when
maintenanceandrenewalarenecessary.Aheavyaxleloadcausesstaticanddynamicstressattherail
wheelcontactpatch,whichmayaccelerateraildegradation.
Speed
Vehiclespeedcanadverselyinfluencethecurvingperformanceofthevehicleand,inturn,leadtowear
andstressintherailandwheel.Therunningspeedhasacertaininfluenceonthedynamicinteraction
betweenthevehicleandthetrack,becausethepointofapplicationoftheloadmoveswiththerunning
speed.
Tamping
This is a process whereby the ballast under the ties (sleepers) is compacted to provide proper load
bearing. Ties are the portion of the track structure generally placed perpendicular to the rail to
maintain the track gauge, distribute the weight of the rails and rolling stock, and keep the track
properly aligned. The majority of ties are made of wood. Other materials used to manufacture ties
includeconcreteandsteel.
Page113
BallastCleaning
Despiteanidenticaltrackstructure,thesameyearofconstructionandthesametrafficload,therates
of deterioration may differ widely even between adjacent sections. One of the reasons is the non
homogeneityoftheballastbeds.Infrequentballastcleaningmayresultinundesirablechangesinthe
trackposition,whichmaycausemorestressgenerationandmorewear.
TrafficDensity
Themorefrequentlytrainspassoverarailsection,themorerailwheelinteractiontakesplaceleading
tomorewearandRCFgeneration.
TrafficType
The type of traffic passing over the rail (passenger or freight traffic) defines the axle load and thus
influencestheraildegradationrate.
CharacteristicsoftheBogieType
InSweden,railwayoperatorsandmaintenancecontractorshavebeenderegulated,whichhasledtoa
tendency for operators to introduce lowcost rolling stock. This may increase track degradation.
Therefore,thecharacteristicsofthebogietypeinfluenceraildegradation.
GrindingFrequency
Preventivegrindingleadstoasignificantincreaseintheservicelifeoftherails,delayintheoccurrence
of rail corrugation and a decrease in traffic noise levels. An optimal grinding frequency helps to
increasetheraillife.
RailWheelInteraction
Railwheel interaction is a very complex phenomenon. Repetitive wheel loads on the rail result in
rollingcontactfatigue(RCF).Railwearoccursduetorailwheelinteractionandismorecommonon
curveswheremaximumrailwheelshearingoccurs.
MillionGrossTonnes(MGT)
Alltypesoftrackdegradationfeatures,suchasanincreaseingeometricaldeviationsandanincreasein
railfracturesandrailwear,canbeexpressedasafunctionofthetonnage,whichisoftenexpressedas
Page114
Million GrossTonnes (MGT). Itis used toexpresstheintensityorcapacityofrailtrafficon aspecific

line.
TrackCurvature
The optimal wear rate depends on the differences in the traffic type and density, axle load, rail
metallurgy,andtrackcurvature.(Forexample,theraildegradationrateonacurvewithacurveradius
of500meterswillbedifferentfromthatonacurvewitha1200metercurveradius).
TrackElevation
More traction force is required to overcome gravitational force when vehicles travel in an uphill
direction.Limitedlubricationisrequiredtoavoidslippageonuphilltrackscausingmorewearonthis
sectionoftrack.
InspectionInterval
Morefrequentultrasonicinspectionisrequiredtomanage/reducetheriskofinternaldefects.
Superelevation
This is the difference in elevation between the two edges of the track; it allows vehicles traveling
through the turn to go at higher speeds than would normally be possible. Superelevation helps to
preventoverturningofthevehicle.Itisprovidedtoovercomethecentrifugalforceofthevehicleatthe
curves.Degradationoneitherthehighrailorlowraillyinginthesamecurveradiusdependsonthe
speedofthevehicle.Ifthevehiclespeedishigherthanthedesignatedspeedlimitofthecurvedtrack,
consideringthesuperelevation,moredegradationwilltakeplaceonthehighrail.Thisisbecausethe
wheelflangeismoreincontactwiththeinnersurfaceofthehighrailthantheinnersurfaceofthelow
railduetocentrifugalforceactingonthevehicle(seePaperII).Ifthevehiclespeedislowerthanthe
designatedspeedlimitofthecurvedtrack,consideringthesuperelevation,moredegradationwilltake
placeonthelowrail.
OperationalEnvironment:
Wear is highly dependent on thirdbody properties, which are strongly influenced by lubrication,
environmentalconditions(humidity,rainandsnow),andthepresenceofsand.DuringwinterinNorth
America and Russia, there is more wheel shelling damage than in the summer time; this is evident
becauseofanincreaseintrackstiffnessandthustheimpactoftrackdistortionsonforcesbetweenthe
Page115
wheelandtherail.Anothercauseofthisphenomenonistheinfluenceofliquid.Waterintheformof
rainormeltedsnowconsiderablyenhancesthecrackpropagationrateduetothehydrostaticeffectof
liquidtrappedinthecrack.Theworstconditionsoccurwhenadryperiod(whencracksareinitiating)is
followedbyawetperiod,whenwaterenhancescrackpropagation.Dustandacorrosiveenvironment
accelerate rail wear. A high ambient temperature (greater than 25C) may cause the longitudinal
expansionofrails,whichmayresultintrackbuckling.Thisposesaseriousriskofderailment.
RailWheelMaterialType
Therailwheelmaterialplaysaveryimportantroleinraildegradation.Themechanicalpropertiesofa
pearliticrailsteelstructurearegovernedbythedistancebetweenthecementite(Fe3C)layersandthe
grainsize.Thesearecontrolledbythecoolingrateofthesteel.Theyieldpointandtensilestrengthare
inverselyproportionaltothedistancebetweenthecementitelayersandgrainsize.Therearedifferent
typesofheattreated,alloyedorplaincarbonsteelrailsbeingusedaroundtheworld.Apartfromthe
usual manufacturing process of the rails, the tensile strength and toughness are increased by heat
treatment. Heat treatment is usually carried out on the rail head, turnouts and at the ends of non
weldedrailstoaddresstheissueofmaximumstressconcentration.
RailHardening
Rail hardening aims to reduce wear and to increase the resistance to RCF of rails in operation,
particularly in tight and medium curves. A head hardened rail is a rail where only the rail head has
beenheattreatedtoprovidehardersteelforlocationsofextremeservice,suchascurves.
InclusionofResidualStress
Residualstressescanbebuiltupinrailsduringtherailmanufacturingprocess,duringtherailwelding
processorasaresultofcontactstressesgeneratedbythewheelsrollingontherails.Themaximum
longitudinalandtensileresidualstressintherailfoot,formedduringrailmanufacturing,shouldbeless
than250MPa.Residualstressformationcanaccelerateraildefectinitiationandpropagation.
FormationofBlowholes
Blowholesarepossibledefectsformedduringrailmanufacturing.Thepresenceofblowholesweakens
therailsectioncausingfurtherdevelopmentofothertypesofdefects.Today,newrailshavetopass
throughseveralqualitychecks,includingultrasonicinspection,beforetheircommissioning.Therefore,
itisveryraretofindblowholesorothermanufacturingdefectsinrails.
Page116
RailSize
The weight of the rail in kilograms per meter denotes the rail size. Rails of different sizes will have
differentdegradationrates.
RailProfile
Manydifferentrailprofilesareinuse.Differentrailinfrastructureownersusedifferentstandardsfor
railprofiles.Differentrailprofilesaredesignedaccordingtotheiroperationalrequirements.
TrackConstruction
A track is constructed according to the requirements of the axle load, speed, and required service
lifetime,amountofmaintenancetobedone,operatingconditionsandavailabilityofbasicmaterial.For
example, the condition of the subgrade and soil properties should be analysed during track
construction.
LubricationFrequency
Applyinglubricantatthewheel/railinterfacesignificantlyreducesthewheelandrailwear,aswellas
dramatically decreasing the locomotive fuel consumption. Lubrication can be optimized for rails to
effectareductionintheflangewearsothatmaintenanceresourcesareminimizedandtherail/wheel
lifemaximized.
RailWelding
Railweldingresultsinresidualstressesthataredistributedinaverycomplexmannerwithrespectto
theirmagnitudeanddirection.Inmanycases,thesestressesarethecauseofrailwebfailure.Theuse
of improved welding technology and postweld heat treatment considerably decreases the extent of
weldinitiatedresidualstresses(IHHA,2001).
TrackAccessibility
Poortrackaccessibilityleadstodelayedmaintenance,whichcausesmoredegradation.
Page117
2.5.2 COMPARISON BETWEEN TWO EMBANKMENTS BUILD WITH DIFFERENT MATERIALS OVER DIFFERENT
FUNDATIONS
Generally,inembankmentsofimportantheight,appearhigherfirmdowns,althoughitdependsonmany
otherfactorslike:thekindofsoil,compactation,constructionmethods,etc.
Furthermore, another important problem for the high speed rails, regarding to the embankments is the
CriticalTrainsspeed:atsoftsoilwithhighertrainsspeedthereisa"ripple"oftheembankmentterrain,
aphenomenonthatinvolvestheamplificationoftheverticalmovementsofsoilparticlesundertrain.
Thisresearchiscarriedoutonanembankmentofabout15mhighand200moflongitudeofthehighspeed
line north northwest of Spain, its construction was completed in 2005, the goal is to see how it has
behaved this embankment along the time checking the maintenance operations, to know if there are
actionswhichbringmanifesttheinfluenceofinfrastructureonthebehaviourofthesuperstructure.
Partofthisembankmentisbuiltonanareawithunsuitablematerialithadtobereplacedbyrocks.That
willallowustoseehowitbehavesanembankmentbuildondifferentnaturefoundations.
The material used for its construction came from the excavation of the work with the following
characteristics,ineachofthelayersthecompactionreachedwereofthe95%ofthemodifiedproctor.
%FINES
ATTEMBERGLIMITS
8,2
Noplastic
MODIFYPROCTOR
2,12
7,6
C.B.R
ORGMATTER
SULFH
17,4
0,46
0,02
Page118
Oncethefillingisfinishedithasbeenmonitoredbythreesections.
The measures were progressive from May 2004 to May 2005 while the embankment was built until it
stabilizedaftercompletion,withthefollowingresults.
FIGURE43:SECTION1.PK302+920
Page119
Theembankmenttookayeartostabilizewithvalueslowerorveryclosetothelevelofaccuracyofreading
equipment.
Thenextspetwasthetheassemblyofthenewtrackandtheirplacinginservice.Accordingtothehistorical
fileofmaintenanceinterventionsmadeovertheseembankmentwecanseethatupto2008thereareno
movements or operations registered, from these year to actually there are, at least, one tamping or
alignment operation per year, more common over left hand, where the rock fill was made replacing the
inappropriatematerial,sothebehaviorwasbetteroverthesidewherethefoundationwasnoreplaced.
Regardingtothesewecananalyzethebelowfigures,wherewecanseethefirmdownofhighspeedline
embankmentsover15mhigh,overthetimeandparticularlythebehaviorofonefilling.
Thefirmdownsreachedintheembankmentwasabout300mmintenyears.
Page120
To sum up, these simple research demonstrate that the subgrade have a lot of influence over the track
condition, i.e. loss of vertical alignment, so a deep development of the fullest understanding of these
influence is mandatory to optimize the degradation of rail tracks, developing a model that will link the
effectsofthesubbase,ballastandtracksystem,tovehicleridequalityanddynamicloadingordesigning
newconstructiontechniquestoensurethestabilityofthefilling.
Page121
3. REFERENCES
NRV:750.1.Conservacindelava,criteriosbsicossobreelmantenimientodelava.
PKPPOLKIELINIEKOLEJOWES.A.Id1(D1)WARUNKITECHNICZNE,utrzymanianawierzchninaliniach
kolejowych.
PliegodePrescripcionesTcnicasADIF.
RevistaobrasPublicas/Junio2004n3445
ProyectodeconstruccindeplataformaLneadealtavelocidadVitoriaBilbaoSanSebastin,Tramo:
DurangoAmorebieta/Etxano
Proyecto:VariantedeAlpera.
ProyectodeconstruccindeplataformalneadealtavelocidadMadridGaliciaTramoponteAmbia
Taboadela.
Experiencia en la Construccin de Tneles de Alta Velocidad, Tesina Final de Carrera Daniel Zuferri
ArquNov2010.
N.R.V.310.0.Traviesasycachasdemadera.
N.R.V.311.0.Traviesasdehormignarmado.
http://www.arcelormittal.com/rails+specialsections/es/tipos.html,Tiposdecarril.
CursodeMantenimientoFerroviarioViasyConstruccionesS.A.
N.R.V.360.0.DescripcingeneralLavaysumaterialDesvos
N.R.V.360.1.CaracteristicasdelostiposydesvosLavaysumaterialDesvos
N.R.V.340.0.LavaysumaterialBalastoySubbaseBalastoCaractersticasdeterminativasdela
calidad.
N.R.V.730.0.TrabajosenlavaCalificacindelavaGeometradelava.
ETI2005CalidadGeomtricadelavaenunalneadealtavelocidad.
ArchivodeCalidadViasyConstruccionesS.A.
ArchivoBasedeMantenimientodeOlmedoAltaVelocidad.
Trafikverket:Sprvxel,StandardsortimentBVS1523.002
Trafikverket:Sprvxel,SortimentfrvaltningochavvecklingBVS1523.003
Trafikverket:Sprvxel,DefinitionerochfrkortningarBVS1523.005
Trafikverket:Sprvxel,Standardutfrandeanlggningsdel,komponentBVS1523.015
Trafikverket,MaterialserviceSlipers
Banverket:TekniskabestmmelserfrslipraravbetongBVS522.30
Trafikverket:BanverbyggnadSprgeometriBVS1586.41
Page122
Trafikverket:Sprkomponenter,DEFsliprar,BesiktningBVS1522.37
Trafikverket:Frvaltningsdatajrnvg,Banunderbyggnad,banverbyggnadBVH1584.303
Trafikverket:TillstndsbeskrivningavbanverbyggnadenBVH824.10
Trafikverket:UnderhllsbesiktningavbanverbyggnadBVH807.30
AbetongConcreteSleepersTheLongLineMethodSuccess
Trafikverket:TypsektionerfrbananmedhnvisningartillBVH581.16BVH585.31
Trafikverket:Batmanhandbok
Trafikverket:BroprojekteringBVH583.20
Trafikverket:TrummorochledningarGeoteknikBVS585.18
Trafikverket:BrighetsberkningavjrnvgsbroarUtgva5BVS583.11
Trafikverket:TRVAMA Anlggning 10 Rev 2 Trafikverkets ndringar och tillgg till AMA Anlggning 10
TRV2012:219
JehAMAHeidelbergCementGroup
Trafikverket:HandledningAttanvndaOfeliafrAnalytiker20110119
Trafikverket:BakgrundVadrOptram20121018
Transportstyrelsen:SwedishnationalrulesforopenpointsintheHSTSIINF2008398,20080717
Banverket:Ballastprofilisprmedsthhgren160km/hBVF540.15
Banverket:RegistreringavuppgifteriSAFEBROHandbokBVH583.30
Trafikverket:TypsektionerfrbananBVS1585.005
Banverket:TillstndsbeskrivningavbanverbyggnadenBVH824.10
http://jarnvagsinfo.se/banteknik/teorin/
Trafikverket:FRSTUDIEMalmbananbangrdsfrlngningLakatrsk,Koskivaara,RipatsochLappberg
TRV2010/33470
Banverket:MalmbananAbiskobangrdsfrlngningFrstudieF07530/SA20BRNT2007:08
http://jarnvagsinfo.se/banteknik/banoverbyggnad/
ResearchtowardsPerfectedRailMaintenanceatMalmbanan,W.Schoech1,A.Frick2,P.Gustafsson2
1SpenoInternationalSA,Geneva,Switzerland;2Trafikverket,Borlnge,Sweden
RailwaySleeperModellingwithDeterministicandNondeterministicSupportConditionsMasterDegree
ProjectShanLiDivisionofHighwayandRailwayEngineeringDepartmentofTransportScienceSchool
ofArchitectureandtheBuiltEnvironmentRoyalInstituteofTechnologySE10044StockholmTSCMT
12001Stockholm
Alternativasystemfr tgstyrningp Malmbanan2006:01,KristinaNilssonLuletekniskauniversitet
JvtCJrnvgsteknisktCentrumAvdelningenfrindustrielllogistik
Page123
versiktsbild/KartaHelaSverigesamtDriftledningsomrdeBodenTrafikverket20120213
Banverket:BanverketsAnlggningsstrukturBVS811
Proyecto CENIT: ESTUDIO DEL COMPORTAMIENTO A MEDIO Y LARGO PLAZO DE LAS ESTRUCTURAS
FERROVIARIAS DE BALASTO Y PLACA. SP 5 5.2. Evolucin de los costes de conservacin de los
diferentessistemasdeva.Junio2008.
Proyecto CENIT: ESTUDIO DEL COMPORTAMIENTO A MEDIO Y LARGO PLAZO DE LAS ESTRUCTURAS
FERROVIARIAS DE BALASTO Y PLACA.SP 5 5.1. Anlisis de los costes de inversin asociados a cada
sistemadeva.Mayo2008.
El transporte ferroviario de alta velocidad. Una visin econmica. Fundacin BBVA. Javier Campos
Mndez.GinsdeRusMendoza.IgnacioBarrndeAngoiti.
Highspeedlinecostsinternalizedintheinfrastructuremanagersaccounts.FranciscoJavierFernndez
Arvalo1,JessVzquezAtienza.
Trackcompendium.Eurailpress.Dr.BernhardLichtberger.
Jernbaneverkettechnicalrulesfromhttps://trv.jbv.no/wiki/Hovedside
Page124

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KNOWLEDGE

MAINTENANCE OPERATIONS AND

blasted rock or soil and aggregate

The design or typologies change conforming to orographic, geotechnical or environmental standards, in

The trackrestsonabed ofballast. Thebase courseunder the sleepershas athicknessofapproximately

 Absorb and transmit vertical and  HighLenghwiseSlipresistance.

Tamping is executed as either preventive maintenance or corrective maintenance. Execution of tamping

Track section with maintenance needs for medium term.

DEVIATIONSINRISING HEIGHT(+/ MM)

DIFFERENCEOF DIFERRENCEIN DIFFERENCEOF

LONGITUDINAL TRANSVERSAL ALIGMENT

LONGITUDINAL TRANSVERSAL ALIGMENT

Wagons in passenger trains Passenger train sets

Freight trains/working machine s

Portuguese railway network is formed by 2794

Where 2602 km are of Broad gauge track (1668

The highspeedlinesare mostlybuilt with theInternationalgauge,1435mm.thereare84KminIberian

The conventional net is spread through

The conventional line is classificated in sub

Conventional lines (A1, A2 yB): 1 time

Conventional lines (A1, A2 yB): 2 times

Conventional lines (A1, A2 yB): 2 times

Conventional lines (A1, A2 yB): 2 times

Conventional lines (A1, A2 yB): 2 times

Million GrossTonnes (MGT). Itis used toexpresstheintensityorcapacityofrailtrafficon aspecific

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Absorb and transmit vertical and HighLenghwiseSlipresistance.