THE ECONOMICS OF STONEBLOWING FOR THE MAINTENANCE OF WAY
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British Rail is proposing to purchase a fleet of stoneblowing machines to maintain its track geometry. After a lengthy research and development program, B.R. is now convinced of the economic case for the move to this revolutionary method of track maintenance. Stoneblowing is a method of track surfacing that aims to correct geometrical deterioration by injecting a measured quantity of stone directly under the sleeper (tie) to raise the level of the track. Track that is maintained in this way has a more durable geometry than track maintained by conventional surfacing techniques. Far less make up ballast is required than with conventional surfacing, reducing ballast distribution and regulating costs. This paper describes how these benefits are achieved and shows results directly from the prototype equipment.Keywords:
Ballast
Track geometry
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It is always necessary to increase the quality of track because of higher speeds and greater axle-loads. As well as adapting rail profiles, creating a suitable system as regards the design of ties and fastenings and increasing rail welding, particular attention should also be paid to modernizing infrastructure and use of machines for maintenance of superstructure. For a high degree of comfort at high speeds track needs to be good quality and have a long service life.
Superstructure
Service life
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Some of the track maintenance techniques and equipment discussed which have allowed high speed track to be maintained at low cost include: continuous action tamping machines, machines which regulate and compact the ballast while continuously in motion, the mechanised maintenance train which handles different jobs in sequence during the same track possession, dynamic track stabilizer used in combination with high speed tampers and ballast regulators, track measuring cars with three-point measurement of versines, improvement of long-wave deformations using various methods, and paying close attention to the microgeometry of the track.
Ballast
Track geometry
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Traffic density is so great on Soviet Railways' trunk lines that most track maintenance is now carried out on the basis of complete replacement. Some 40,000 track-km is relaid or undergoes medium maintenance each year. Practical relaying speeds of 600 m/h are achieved, with trains able to run at 60 km/h as soon as the line is reopened to traffic, but machines able to replace track at the rate of 1,200 to 1,500 m/h are currently under development. The work of building and stripping track panels, increasingly mechanised and automated, takes place under factory conditions where productivity can be maximised.
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Line (geometry)
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Conventional railway track, of the type seen throughout the majority of the UK rail network, is made up of rails that are fixed to sleepers (ties), which, in turn, are supported by ballast. The ballast comprises crushed, hard stone and its main purpose is to distribute loads from the sleepers as rail traffic passes along the track. Over time, the stones in the ballast deteriorate, leading the track to settle and the geometry of the rails to change. Changes in geometry must be addressed in order that the track remains in a safe condition. Track inspections are carried out by measurement trains, which use sensors to precisely measure the track geometry. Network operators aim to carry out maintenance before the track geometry degrades to such an extent that speed restrictions or line closures are required. However, despite the fact that it restores the track geometry, the maintenance also worsens the general condition of the ballast, meaning that the rate of track geometry deterioration tends to increase as the amount of maintenance performed to the ballast increases. This paper considers the degradation, inspection and maintenance of a single one eighth of a mile section of railway track. A Markov model of such a section is produced. Track degradation data from the UK rail network has been analysed to produce degradation distributions which are used to define transition rates within the Markov model. The model considers the changing deterioration rate of the track section following maintenance and is used to analyse the effects of changing the level of track geometry degradation at which maintenance is requested for the section. The results are also used to show the effects of unrevealed levels of degradation. A model such as the one presented can be used to form an integral part of an asset management strategy and maintenance decision making process for railway track.
Ballast
Track geometry
Culvert
Section (typography)
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The article reports on possible improvements of the track for increasing its life in respect of the track position to meet the present and future requirements at higher speeds. Track and switch construction including the associated changerover methods are optimized to obtain the best possible track for the vehicle, under due consideration of the cost of furnishing machinery and equipment and the cost of vehicle and track maintenance.
Position (finance)
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In the course of periodical maintenance, the target geometry of the track or the switch should be restored without substantial exchange of track material. This restoration of the target geometry is performed using levelling; lining tamping and stabilising machines while the ballast cross-section is formed by ballast profiling machines. The ballast bed is an important part of the system. It is required to distribute the forces caused by the rail traffic uniformly onto the substructure, to supply the track grid with sufficient resistance against lateral and longitudinal shift and to keep the track dry through good air and water permeability. Around 3000 to 5000 m3 of ballast are lying on every kilometre of a double-track route depending upon the track design and track spacing. The economical handling and administration of these gigantic quantities of material represents a great challenge for the railway and track infrastructure management. Today machine manufacturers are expected to contribute towards economical ballast management through intelligent concepts.
Ballast
Levelling
Track geometry
Launched
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The aim of this paper is to outline the problems posed from a track deterioration point of view and, therefore, track configuration maintenance needs and the lack of homogeneity in vertical track stiffness along a route. The establishment of criteria which limit this longitudinal variation in vertical track stiffness could have an important effect on reducing railway line maintenance costs. This report also proposes a vertical track stiffness level to optimise resistance to the train and the vertical action of material on the track in the case of high-speed lines. For the covering abstract see ITRD E123713.
Track geometry
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This article describes how, after 50 years of development, today's slab track designs are suitable for almost all applications. Offering excellent ride quality and low maintenance, slab track is becoming the standard trackform for new lines. The use of concrete slab track for new railways is certain to increase, particularly on high speed and urban passenger lines where much of the route is located on elevated structures or in tunnels. With non-ballast trackforms available to meet the needs of almost every conceivable situation, including infrastructure settlement, there is no justification to use ballasted track as a default system. The prime reasons preventing even greater use of slab track are probably concerns regarding the higher capital costs at installation and a general lack of knowledge on the availability, cost-benefits and performance characteristics of the various trackforms. While replacing existing ballasted track with slab track can rarely be justified, slab trackform for new lines comes with strong recommendations because it offers so many benefits. These include permanent track alignment and track geometry, establishing fixed clearances to structures and platforms, and ensuring consistent track stiffness that will provide good ride quality and virtually eliminate track maintenance. The article describes the key milestones that have led to the latest slab track designs and recalls some of the history of slab track for main lines.
Slab
Ballast
Track geometry
Settlement (finance)
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The authors give an overall description of problems connected with the construction of railway track and explain development prospects for track construction. They go on to discuss present maintenance methods and describe a new method for maintaining high-speed lines. They end by giving the advantages of this method involving a new type of rail fastening. With this method track maintenance work can be done without touching the ballast.
Ballast
Track geometry
Third rail
Railway line
Railway system
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Cost estimates for the construction and regular up-keep of railway tracks and ballast beds show that, on the basis of the usual assumptions for estimated interest and price increases, the total costs for track maintenance assuming a useful life of 45 years are in total only 25 percent of the construction costs, not counting the costs of the rails. The need for continuous track maintenance therefore no longer means an economic disadvantage today. Alternmative track designs, such as rigid tracks, therefore may cost not more than 125 percent of a conventional ballasted track even if they were completely maintenance free. For realistic speeds a modern ballasted track remains the best solution from both the economical and technical standpoints.
Ballast
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