Advantages of a new ballastless trackform

Robertson, Ian G.; Masson, Caroline; Sedran, Thierry; Barresi, François; Caillau, J.; Keseljevic, Christophe; Vanzenberg, Jm

doi:10.1016/j.conbuildmat.2014.06.099

Cited by 45 publications

(12 citation statements)

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“…In this paper, a CRTS-II ballastless slab track structure on a 3 × 32 m standard prestressed simply supported concrete box bridge was selected as the test prototype [26]. The width, thickness and length of a standard track slab are 2550 mm, 200 mm, and 6450 mm, respectively.…”

Section: Prototype Structurementioning

confidence: 99%

Experimental Study of the Influence of Extremely Repeated Thermal Loading on a Ballastless Slab Track-Bridge Structure

et al. 2020

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To study the initiation and expansion of the interlayer gap of the China Railway Track System Type II (CRTS-II) ballastless slab track structure under the action of repeated thermal loading as well as the influence of the interlayer gap on the displacement, strain and stiffness of the track structure, a 1/4 scale three-span ballastless slab track simply supported bridge structural system specimen was developed and 18 cycles of extremely thermal loading tests were carried out. Static loading tests were carried out before and after the repeated thermal loading test and the effects of the repeated temperature loading on the mechanical properties of the structural system were analyzed. The test results show that under repeated temperature loading, there is a gap between the track slab and cement emulsified asphalt (CA) mortar near the fixed end section of the beam (close to the shear slots). The interlayer gap gradually expands to the mid-span section in a “stepped” shape in three stages: initiation, expansion and stabilization. Under the same temperature load, the camber of the concrete box beam decreases gradually while that of the track structure increases gradually with the increase of the interlayer gap length. During the three stages of interlayer gap development, the track structure stiffness degrades gradually, and the fastest reduction rate during the expansion stage. At the end of the 18th cycle of thermal loading, a degradation of 14.96% and 2.52% is observed in the stiffness of the track structure and that of the ballastless track-bridge structural system, respectively.

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Section: Prototype Structurementioning

confidence: 99%

Experimental Study of the Influence of Extremely Repeated Thermal Loading on a Ballastless Slab Track-Bridge Structure

et al. 2020

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“…According to Robertson et al (2015) about ballastless track innovation called New Ballastless Track (NBT), from an economic perspective, it has a Return on Investment (ROI) of 10 to 20 years. When adding savings in civil works, some NBT projects will provide lower capital costs than ballasted track.…”

Section: Introductionmentioning

confidence: 99%

Improving Ballastless Track Quality Using Project Quality Management and SmartPLS

Rahmayana

Purba

Susetyo

2021

ComTech

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Transportation is still a significant problem in Indonesia. Indonesians prefer to use private vehicles for daily mobility purposes because public transportation lacks safety and comfort and has a longer trip duration. This issue causes congestion and air pollution problems. Hence, sustainable railbased public transportation is recommended. Light Rail Transit (LRT) tends to be congestion-free and has a relatively shorter travel time with a large passenger capacity. Most LRT track constructions use the ballastless track. However, this track construction is still new in Indonesia. The research aimed to determine the most important factors in improving ballastless track construction performance on LRT. The research referred to the existing LRT construction in Indonesia using Lean Construction (LC) and Project Quality Management (PQM) approaches. Statistical science approach with SmartPLS software was also used in data processing and modeling the relationship between variables. The research was conducted by distributing questionnaires to determine the most important factors in improving the quality of ballastless tracks with variables and indicators extracted from LC and PQM methods. From five tested hypotheses, only one hypothesis is accepted. Quality control has a positive effect on track quality. It is also found that quality control becomes the most important variable in improving ballastless track quality.

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“…7 Ballastless track structures possess the advantages of high regularity, superior stability, and low maintenance expense compared with the traditional ballast track. 8,9 Since the successful introduction of the Japanese high-speed Shinkansen line in 1964, modern ballastless tracks have received wide application in high-speed rails all over the world. 10 The first modern ballastless track constructed in China was the Germany Bögl slab track in the Beijing–Tianjin passenger dedicated line that was put into service in 2008.…”

Section: Introductionmentioning

confidence: 99%

Composite action of the track slab and the self-compacting concrete filling layer subjected to train-induced fatigue load: An experimental investigation

Liu

Xiang

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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To investigate the composite performance of the track slab and the self-compacting concrete filling layer in the China Railway Track System III slab track structure, six segmental specimens comprising either one or a pair of sleepers were fabricated by dividing a full-scale slab track structure. Fatigue tests in the transverse bending perpendicular to the rail were conducted on four slab track specimens supported on rubber plates simulating the subgrade, to a maximum of five million applied load cycles. It was observed in the fatigue tests that longitudinal cracks first appeared on the top surface of the track slab at the mid-span of the specimen. Splitting cracks appeared later from the anchorage ends of the transverse prestressed tendons to the top surface of track slab. Delamination of the track slab–filling layer interface developed with increasing number of cycles. Static three-point bending tests were also conducted on both fatigue-damaged and control composite plate specimens to evaluate the effect of fatigue damage on the composite performance of the track slab and the filling layer. In the static tests, significant deformation developed in the fatigue-damaged specimens from the start of loading, and the fatigue damage and interface delamination adversely affected the composite action of the track slab and the filling layer. Static loads corresponding to new cracking of the fatigue-damaged composite plates were reduced by 20–30%, and the load corresponding to the initial interlayer slip reduced by 25–62% compared with the control specimens. The interfacial bond strength between the track slab and the filling layer is the first line of defense against the interlayer slip, and the dowel action of the interlayer connection reinforcement is the second line of defense. Roughening by multitooth chiseling on the track slab and an increase in the ratio of interlayer connection reinforcements are both effective ways to enhance the composite action of the track slab and the filling layer.

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Advantages of a new ballastless trackform

Cited by 45 publications

References 1 publication

Experimental Study of the Influence of Extremely Repeated Thermal Loading on a Ballastless Slab Track-Bridge Structure

Experimental Study of the Influence of Extremely Repeated Thermal Loading on a Ballastless Slab Track-Bridge Structure

Improving Ballastless Track Quality Using Project Quality Management and SmartPLS

Composite action of the track slab and the self-compacting concrete filling layer subjected to train-induced fatigue load: An experimental investigation

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