Descripcion del sistema LVT


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Descripcion del sistema LVT

  1. 1. Doc No: DPD079.GN Revision: June-09 © 2009 This document has copyright, which is owned by Sonneville International Corporation (SIC) and may not be reproduced, in whole, in part, or in any form whatsoever without prior written authority from SIC. This document has been submitted on the understanding that it will not be used in any way against the interest of SIC.= LOW VIBRATION TRACK (LVT) System description SONNEVILLE INTERNATIONAL CORPORATION 8109 Tis Well Drive, Suite 513 Alexandria, VA 22306, USA Tel. +1 703 619 1530 Fax +1 703 619 1534 E-mail
  2. 2. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 2 of 8 Contents 1. General information 2. Technical description 3. Installation 4. Drainage 5. Transition zones 6. Homologations 7. System behaviour during use 8. References 9. Stages of development
  3. 3. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 3 of 8 676 640 300 264 153 217 1. General information TRIBETON®, the trademark for railway products by CREABETON MATERIAUX AG, has been the licensee of the twin-block sleeper system by Roger Sonneville for Switzerland since 1953 and since its further development also for the single-block system for use in the slab track by Bernard Sonneville. Thanks to the successful and close collaboration with Sonneville International Corporation, TRIBETON® is marketing the single-block system known as Low Vibration Track (LVT) in Europe. 2. Technical description The LVT-system consists of reinforced concrete blocks that are separated from the concrete slab by a rubber boot specially developed for this purpose. This boot contains an resilient block pad below the concrete block. Individual concrete block Resilient block pad Rubber boot This elastic support of the concrete block by means of a pad, which is individually designed for each project, allows improved load distribution. Regardless of the type of fastening system used, an elastic rail pad is used as this is decisive for one of the characteristics of this system - two- stage elasticity. LVT Standard Longitudinal and cross section
  4. 4. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 4 of 8 LVT High Attenuation (HA) The LVT HA modification was developed to fulfil the high requirements with regard to vibration attenuation in urban centres. Due to its wider block (additional mass) as well as its softer pad, this system has a lower natural frequency. It therefore bridges the gap between the LVT Standard and a floating slab. With a view to reducing the application of an expensive floating slab to a minimum and maintaining constant rail track rigidity for the entire project, LVT HA can replace floating slabs in a certain frequency range. LVT Standard LVT HA Low Profile (LP) for LVT Standard and LVT HA Depending on the conditions on site, LVT Standard or LVT HA supports with a lower profile can be used. 280 mm 50 mm For normal profile LVT Standard and LVT HA, the minimum distance from the bottom edge of the rail foot (with a 10 mm rail pad) to the top edge of the 1st stage concrete is 280 mm. 240 mm 50 mm For the low profile variant for LVT Standard and LVT HA, the cross-section can be reduced by 40 mm. The minimum distance from the bottom edge of the rail foot (with a 10 mm rail pad) to the top edge of the 1st stage concrete is 240 mm.
  5. 5. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 5 of 8 LVT for switches and crossings (S&C) To achieve homogenous behaviour on the entire track, the LVT S&C system was developed with elastically mounted single blocks. Any turnout or crossing geometry can be reproduced with a combination of only five different blocks. The exact S&C layout with proper placement of the blocks is created in close collaboration with the special trackwork manufacturer. Double crossover in Hong Kong, China Fastening system The LVT system can be set up with all customary fastening systems. It must be kept in mind that a rail pad of cdyn = 150 kN/mm is required to achieve the desired two-stage elasticity. 3. Installation "Top-down“ installation procedure guarantees excellent track geometry by placing the track (with the pre-mounted LVT blocks) in its end position prior to embedding it in concrete. Installation and production tolerances for individual blocks are therefore not critical. Rhomberg Bahntechnik AG’s installation procedure Installation procedure using iron horses
  6. 6. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 6 of 8 4. Drainage Efficient surface drainage can be installed depending on the slope of the slab or specific ground conditions in the middle or along the side. Drainage gutters can also be installed in the turnout area up to the turnout's interior. St. Louis open-air station, USA 5. Transition zones LVT Standard – ballasted track Transition zones from the slab track to the ballasted track are designed specifically for each project respectively. The transition can be designed using a variety of approaches to the problem, such as varying distances between support points, adjustments of block pad rigidity, ballast mats, ballast bonding, additional mounted rails, etc. The suitable procedure is selected in close collaboration with the customer and according to country-specific regulations. Depending on the project, combinations of various solution variants can also get a chance. LVT Standard – LVT HA To ensure a fluid transition of deflection from the LVT Standard to the LVT HA system, the distances between supporting points can be modified, and the rigidity of the pads can be adjusted in a stepwise manner. 6. Homologations The LVT-system is registered in the following countries: - Germany Federal Railway Authority (EBA) - Switzerland Federal Railway Authority (BAV)
  7. 7. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 7 of 8 7. System behaviour during use The LVT-system has been used in Switzerland for more than 15 years without any maintenance required. The precursor system had been installed in the Bözberg tunnel (Switzerland) as one of the first slab track systems in the world and can thus show more than 40 years of maintenance- free use. The SBB considers its experiences with the LVT-system to be very positive. Even outdoors, the LVT-system displays very good performance when subjected to various environmental influences. A variety of letters of reference can be obtained on request. Copenhagen Metro, Denmark Porto Alegre, Brazil 8. References The LVT-system is being used on more than 730 km of track throughout the world and references are available regarding its performance in tunnels, at grade, and on bridges. The list of references, which is available on demand, contains both metro lines as well as lines that are used with an increased axle load of 36 tons (Pueblo, CO High Tonnage Loop). For this purpose, the system is adapted to the operator's requirements by utilising a variety of pads. Apart from the Eurotunnel, at 120 million gross tons per year the busiest tunnel in Europe, the LVT-system can produce even further important references, all over the world: In addition to the projects in tunnels and at grade the system is installed successfully on bridges and viaducts especially in Asia (Honk Kong), Brazil (Porto Alegre, Rio de Janeiro) and England (London). In Switzerland the Lötschberg base tunnel (max. speed permitted 250 km/h) was equipped with LVT. The start of installation of the LVT-system in the Gotthard base tunnel (which is worldwide the longest railway tunnel) is scheduled for 2010.
  8. 8. Doc No: DPD079.GN Revision: June-09 Low Vibration Track (LVT) – System description Page 8 of 8 Rubber boot depth = 100 mm Rubber boot depth = 153 mm 9. Stages of development The origins of LVT can be traced to the twin-block concrete sleepers developed in the 40s by Roger Sonneville for ballasted track. Then in the 60s, a twin block sleeper with tie-bar was developed for the ballast less track. Twin block sleeper with tie-bar The tie-bars would interfere in many projects and was therefore removed in a subsequent development step which resulted in the development of the single block system LVT. By dispensing with the tie-bar, it was possible to increase the rubber boot depth and therefore also the embedment of the block by more than 50 %. This has positive effects on the track geometry and the behaviour of the track. Single block system LVT Furthermore, leaving out the tie-bar effects improved behaviour for electrical insulation and simplifies track cleaning. In addition, the track centre can be used as an escape route.