EP1775381A1 - Procédé pour le renouvellement de voies ferrées en tunnel - Google Patents

Procédé pour le renouvellement de voies ferrées en tunnel Download PDF

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Publication number
EP1775381A1
EP1775381A1 EP06021325A EP06021325A EP1775381A1 EP 1775381 A1 EP1775381 A1 EP 1775381A1 EP 06021325 A EP06021325 A EP 06021325A EP 06021325 A EP06021325 A EP 06021325A EP 1775381 A1 EP1775381 A1 EP 1775381A1
Authority
EP
European Patent Office
Prior art keywords
elements
tunnel
track
rail
rails
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06021325A
Other languages
German (de)
English (en)
Inventor
Erik Bronsvoort
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
VolkerRail Nederland BV
Original Assignee
VolkerRail Nederland BV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by VolkerRail Nederland BV filed Critical VolkerRail Nederland BV
Publication of EP1775381A1 publication Critical patent/EP1775381A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor

Definitions

  • This invention is specifically directed to the London Underground, however it is also applicable to other underground railways.
  • the object of the invention is versatile and e.g. one or more of the following aspects: to considerably increase the speed of track replacement; decrease the work load (e.g. lower noise and dust levels, less manual breakout and handling); improve the track quality/durability; reduction of forces and vibration levels caused by the train wheel-rail interface (for vibration e.g. 20 dB), yielding improved passenger comfort by lowering noise- and vibration levels; decreasing the frequency of corrugation.
  • the work load e.g. lower noise and dust levels, less manual breakout and handling
  • reduction of forces and vibration levels caused by the train wheel-rail interface for vibration e.g. 20 dB
  • decreasing the frequency of corrugation With the invention 90 metres track replacement is e.g. feasible during Possession.
  • the invention will further be elaborated in relation to the London Underground, the oldest major system typically consisting of cast iron tunnel sections and rail supported on wooden sleepers, embedded in an unreinforced concrete base, small tunnel diameters (approximately 3.5 or 3.8 m) and many horizontal and vertical curvatures (radius as small as 90 m) .
  • Most of the tunnel tubes were constructed by digging through clay layers using a shield method and contain a single track.
  • a single track consists of four rails: two running and two conductor. The track should be electrically insulated from the tunnel sections.
  • the original track within the tunnel is replaced by removing the old track and supplying from outside the tunnel separate, prefabricated elongated elements (hereafter called slabs) and installing them such that they extend in longitudinal direction of the tunnel and at a mutual, substantially constant distance and then mounting on top of each slab a rail such that the rails are located in substantially the location of the rails of the original track.
  • slabs prefabricated elongated elements
  • a slab typically will measure between about 2 and 6 metres. Thus, a plurality will be installed head to tail for a left or right rail of the track.
  • the slab can be made of casting, curable material such as (reinforced) concrete or material yielding similar properties like a mixture of fibres and binder.
  • a rail will be discretely (i.e. at regular intervals such as the Pandrol Vanguard system) or continuously supported (such as an embedded rail) by the slab.
  • Fig. 1 shows the mutual position of the left and right running rail 1, supporting the running wheels of the train, and centrally there between the negative conductor rail 2 and aside the positive conductor rail 3 for the power supply of the train.
  • Fig. 2 shows a single set of prefabricated slabs 4 as installed in an underground, more or less cylindrical tunnel tube (not shown) extending parallel to the running rails 1 and bearing them on top.
  • the slabs 4 have a mutual distance that is bridged by cross wise extending elongated coupling elements, in this example rods 5, distributed lengthwise of the rails 1.
  • the ends of these rods are fixed to the relevant slab 4 and function as spacers such that the slabs 4 are kept in the correct mutual position, also during operation.
  • the slabs are of solid material, properly designed to bear the loads of a passing train with passengers. They are in a convenient way fixed to the tunnel tube wall, e.g. by bolts and/or embedded in on site cast concrete or grout.
  • the slabs contain at their sides facing the tunnel wall circumferentially extending recesses 6 distributed lengthwise of the rails 1 and designed to receive the typical radial coupling flanges of the cast iron tunnel sections that project inwards from the tunnel wall.
  • the slabs are able to bear with a large surface area on the tunnel wall.
  • a plurality of separate slabs 4 for the right and left rail 1 are installed head to tail, possibly leaving a gap between their ends, such that at least two slabs in mutual elongation are installed. Thereafter the spacers 5 are mounted and the slabs are fixed to the tunnel wall. Then the running rails 1 and supply rails 2, 3 are mounted. The ends of the renewed track is connected to the ends of the undisturbed track upstream and downstream and train traffic can resume.
  • the length of a single piece rail covers the length of more than one or two slabs 4.
  • Slabs 4 can be installed sequentially.
  • slabs 4 can be installed simultaneously, e.g. in pairs of two, one for each rail 1 of the track.
  • a wheeled crane can e.g. ride longitudinally of the track in the space between the co-extensive slabs 4 to install a next single or pair of separate slabs 4.
  • the invention also covers other variants, such as without the recesses 6 or spacers 5.
  • the running rails 1 are installed first, to be in their final operating position. Then, the slabs 4 are inserted below the running rails 1 and clipped to said running rails 1 to be in their final position for operational use. After installing the slabs 4, the spacers 5 are positioned and fixed to the slabs 4. Finally the embedding material is cast and cured. This procedure saves installation time since merely the running rails 1 need alignment and are used as a reference for installing the slabs 4.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP06021325A 2005-10-12 2006-10-11 Procédé pour le renouvellement de voies ferrées en tunnel Withdrawn EP1775381A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL1030175 2005-10-12

Publications (1)

Publication Number Publication Date
EP1775381A1 true EP1775381A1 (fr) 2007-04-18

Family

ID=37622254

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06021325A Withdrawn EP1775381A1 (fr) 2005-10-12 2006-10-11 Procédé pour le renouvellement de voies ferrées en tunnel

Country Status (1)

Country Link
EP (1) EP1775381A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102828451A (zh) * 2012-09-28 2012-12-19 中铁五局（集团）有限公司 一种将整条铁道曲线采用滑轮和钢轨滑道拨移的方法
RU2521913C2 (ru) * 2012-04-26 2014-07-10 Общество с ограниченной ответственностью "МЕТРО-СТИЛЬ 2000" Верхнее строение рельсового пути

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4616395A (en) * 1983-06-30 1986-10-14 Perini Corporation Railroad track fixation method and apparatus
FR2666599A1 (fr) * 1990-09-10 1992-03-13 Sud Ouest Travaux Procede et dispositif pour la pose en continu et/ou le renouvellement de voies ferrees.
EP0894897A1 (fr) * 1997-07-07 1999-02-03 Walo Bertschinger AG Procédé de réalisation d'une voie
EP1700955A1 (fr) * 2005-01-21 2006-09-13 Volker Rail Nederland BV Procédé de réfection de voies de chemin de fer

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4616395A (en) * 1983-06-30 1986-10-14 Perini Corporation Railroad track fixation method and apparatus
FR2666599A1 (fr) * 1990-09-10 1992-03-13 Sud Ouest Travaux Procede et dispositif pour la pose en continu et/ou le renouvellement de voies ferrees.
EP0894897A1 (fr) * 1997-07-07 1999-02-03 Walo Bertschinger AG Procédé de réalisation d'une voie
EP1700955A1 (fr) * 2005-01-21 2006-09-13 Volker Rail Nederland BV Procédé de réfection de voies de chemin de fer

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2521913C2 (ru) * 2012-04-26 2014-07-10 Общество с ограниченной ответственностью "МЕТРО-СТИЛЬ 2000" Верхнее строение рельсового пути
CN102828451A (zh) * 2012-09-28 2012-12-19 中铁五局（集团）有限公司 一种将整条铁道曲线采用滑轮和钢轨滑道拨移的方法

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