The Journal of Pandrol Track Systems Contents Direct Fixation Assemblies

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2014

TRACK

PANDROL VANGUARD installed on the Golden Horn Bridge Istanbul, Turkey. installed on the Golden Horn Bridge Istanbul, VANGUARD PANDROL REPORT

The Journal of Pandrol Track Systems Contents Direct Fixation Assemblies

Direct Fixation Assemblies

PANDROL VANGUARD in Japan 03

PANDROL VIPA on Reading Station, UK 05 PANDROL VIPA on the Coleraine Bridge, Northern Ireland 07 Pandrol Vanguard

Pandrol Fastclip in Japan

PANDROL FASTCLIP FE Installation, Malaysia By Ross Simpson: Track Manager (Technical) at MMC Gamuda Joint Venture, Malaysia 09

PANDROL FASTCLIP FE on London Underground Limited, UK 11 Pandrol Ltd, the world leader in the rail fastenings works on a quite different principle to conventional baseplates, by suspending industry has been involved in their supply and the rail at the web and under its head Projects design since 1937. Over this time, Pandrol Ltd has rather than clamping the rail foot. developed a number of new products to advance Wedge-shaped elastomeric elements are held in compression against the rail, so Rail Fastenings for Heavy Haul Applications rail technology and improve the materials used in that as well as being supported, the rail By Dr David Rhodes: Former Technical Director rail fastenings. is secured to the track foundation. This at Pandrol Ltd, UK 13 clamping force also provides adequate resistance to contain longitudinal loads in the rail. The principal advantage PANDROL ZLR (Zero Longitudinal Restraint) Since 1987, Pandrol has been supplying products to Japanese of Pandrol Vanguard over more for Kellingley Colliery, UK railways. The focus has always been on improving designs, track conventional rail fastenings is that it By Nigel Keightley: Senior Asset Engineer (Track) safety and the introduction of new technology. Many new and allows much greater vertical deflections at Network Rail, UK 16 unique types of fastener have been successfully introduced into under traffic without excessive rail roll. The low track stiffness leads to improved Japan by Pandrol. attenuation in the dynamic forces Vortok AWS Magnets for Network Rail, UK 19 clip fasteners are useful to a point, but generated at the wheel-rail interface, Slab Track Fasteners for improved vibration performance, thus reducing the level of dynamic forces alternative track support products must transmitted through the fastening and PANDROL VICTOR for Norfolk Southern Railways, USA Concrete slab track, has evolved be used. into the track foundation and beyond. By Randy L. Bowman: Engineer Track & Material considerably in recent decades, The rubber wedge supporting elements particularly in Japan and it comes in Typically the Japanese standard at Norfolk Southern Railroad, USA 22 deflect in the shear mode, rather than in many types. Slab track is favoured due Direct 8 fastening system has a vertical compression. Natural rubber, known for to its durability and low maintenance static secant stiff ness of around 20 to its outstanding dynamic performance cost. There are a number of rail fastening 30 kN/mm. In order to signifi cantly is the elastomer chosen for the wedge. options available to the slab track improve the vibration performance of Pandrol Vanguard delivers a vertical designer including the resilient baseplate such a fastener, a signifi cant reduction in static stiffness of 5 kN/mm and a which anchors the rail to the concrete by that value of vertical stiff ness is required. Pandrol Evolutions dynamic stiffness of around 7 kN/mm in means of a resilient fastener. a safe manner whilst restricting rail roll PANDROL CDM TRACK 24 Conventional rail fasteners use spring Pandrol Vanguard and maintaining track geometry. clips which apply load to the rail foot. Pandrol Vanguard delivers high levels There are limits to the lowest vertical It was on recognising the limit of of vibration attenuation, but at a much PANDROL FASTCLIP FCA 27 stiff ness that can be provided using this conventional baseplate technology lower installed cost than floating method. The vibration performance of during the 1990s that Pandrol developed slab track. The exceptional vibration the fastener is directly dependent on the Pandrol Vanguard system for control attenuating performance of PANDROL VIPA DFC 29 low vertical stiff ness. Therefore spring of rail vibrations. Pandrol Vanguard

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Direct Fixation Assemblies

PANDROL VANGUARD in Japan 03

PANDROL VIPA on Reading Station, UK 05 PANDROL VIPA on the Coleraine Bridge, Northern Ireland 07 Pandrol Vanguard

Pandrol Fastclip in Japan

PANDROL FASTCLIP FE Installation, Malaysia By Ross Simpson: Track Manager (Technical) at MMC Gamuda Joint Venture, Malaysia 09

2 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 3 Direct Fixation Assemblies

needed for unloading baseplates from the works locomotive). Over a period of four nights a total of 324 Pandrol Vanguard assemblies were fitted into the entire 100m trial section of the track.

West Japan Railways (WJR) had undertaken wayside noise measurements several days prior to installation. These measurements were taken in three locations – (i) adjacent to the track at about rail height (ii) under the viaduct and (iii) approximately 12.5 metres Pandrol VIPA away from the viaduct. Further noise Bluesky

are expected to confirm the preliminary Map Google data: © track kilometres of Pandrol Vanguard in The original track was installed in 1973 recordings made shortly after traffic operation worldwide, most of it in Asia. and little work or maintenance had started running over the trial section of been necessary since then. The rail was track. Sound readings immediately under The expansion of the station at Reading has been a major project for Against intense competition Pandrol original and there were few signs of the viaduct give the insertion loss for the Vanguard was selected for use excessive or unusual wear. Network Rail that has extended over nearly 6 years from design preparation throughout the St. Pancras high speed switch over to Pandrol Vanguard. They to conducting the works programme. The need to extend the station was rail terminus in London, UK. It was also The switch from regular to Pandrol record structurally radiated noise and are selected for use in the high speed rail Vanguard fastener was conducted during thus a direct measure of the vibration identiﬁ ed when Network Rail pinpointed the main bottlenecks to further terminus at Kowloon in Hong Kong. night closures of the track. This ensured efficiency of the track support. Data that there was no disruption to regular supplied by WJR shows that there have expansion of passenger and freight services around the network. operating services. been noise level reductions of between Pandrol Vanguard in Japan 6dB(A) and 8dB(A) measured for traffic Planning work by West Japan Railways travelling in both the up and down The objective of the Reading expansion to provide the ability to swap the rail Concast Building, and was delivered to was to improve the flow pattern of section following the initial installation. site ready to install the Pandrol VIPA-SP A retrofit version of Pandrol Vanguard was excellent and each operator knew directions. Total noise levels for a single trains both through and into the station. baseplates in-situ prior to the date of was developed by Pandrol for Japan that their function well. Training sessions train pass event under the viaduct have Careful consideration was given to the The ‘lid’ design became a prefabricated the possession. It would then be lifted directly fits onto the T-bolt anchoring had previously been held, which meant been reduced down to around 70dB(A). demands of freight services, which can concrete element to bridge the two by crane into position. The adjustment system occupied by standard Direct 8 that despite some unfamiliarity with the As well as noise levels, WJR continue inhibit flow and were restricted to night sides of the subway walls, providing a range of the baseplates was used both baseplates on J-slab track. The tight bolt Pandrol Vanguard assembly there were to monitor the track and rail condition time operations. The aim was to create very thin structure between the trains to adjust the alignment following the spacing and low rail height presented a no unforeseen problems. at regular intervals. This gives a new layout in and around the station and pedestrians. This needed to have installation of the structure, and challenge to Pandrol’s designers, since Existing Direct 8 baseplates were assurance that all aspects of normal and improve the flow for both passenger vibration mitigation to ensure that in the longer term to provide for the these two geometrical constraints have completely removed, but the bolts operations remain unaltered. The only and freight services. This was the largest the walking route was cushioned and replacement of the rail, which was to to remain constant for a successful were left in situ for anchoring the new noticeable change in track performance single project for Network Rail over the quietened from the trains moving change from 56E1 to 60E1. Pandrol Vanguard retrofit. A version of Pandrol Vanguard assemblies. to date is the reduced vibration and period, costing over £850 million and overhead. The prefabricated nature Pandrol Vanguard that fits onto 50N rail structural noise that Pandrol Vanguard involving new platforms, new bridges, of the ‘lid’ also allowed the complete The vertical alignment achieved with was successfully developed. A team of 10 operators worked on the delivers. This provides a real benefit expansion of the station buildings, unit to be craned into its final position the new track had to remain in the same first night installation, a number that during a weekend possession, keeping position following the exchange to the In March 2013 Pandrol Vanguard for nearby residents. new signalling, new turnouts (S&C) and was reduced to five for subsequent disruption of service to a minimum. larger rail section. In order to achieve baseplates were retrofitted in place of changes to both train and pedestrian nights (the extra workers were initially this result, on initial installation the existing Direct 8 baseplates on a 100m flow patterns. The Pandrol VIPA-SP system was baseplates were fitted with underlying section of viaduct track between Otori The pedestrian routes around the station selected by the consulting engineers, removable shims that allowed the and Hagoromo stations on West Japan have been changed and improved, Corus, to provide both the vibration baseplate to be lowered and the taller Railways’ surburban lines in Osaka. including the refurbishment of an attenuation and the necessary degree rail section to be installed without of adjustments, both vertically and Under live traffic loading Pandrol existing subway beneath the track. The altering the position of the head of rail. laterally. The Network Rail team led the Vanguard deflects vertically by up to route of the subway leads under one of main JV contractor Costain / Hochtief The double resilience of the baseplate 4mm, which is about three or four times the altered platforms, with alterations to to undertake the planning and control assembly provides a dynamic stiffness greater than a Direct 8 fastener. Special the vertical alignment requiring a new the work. The specialist subcontractor of about 20 kN/mm, and is considerably Pandrol Vanguard “stiffness transitions” ‘lid’ for the subway in order to lower the Cleshar was appointed to install the softer than the ballast track at either side. were introduced at either end of the track. This was further compounded structural ‘lid’ and track works. The ‘lid’ The location is on a ‘through platform’ at 100m trial section where the rail support by the need to change rail sections at itself was cast by the Irish prefabricator Reading station and changes back to standard fasteners. a later stage, so that the design had

4 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 5 Direct Fixation Assemblies

needed for unloading baseplates from the works locomotive). Over a period of four nights a total of 324 Pandrol Vanguard assemblies were fitted into the entire 100m trial section of the track.

measurements were taken once the & Pandrol Vanguard has been measured in On Reading Station, Network Rail, UK The viaduct was formed of J-slab on Pandrol Vanguard installation was numerous locations and documented tangent track. Fastener spacing was complete. Track deflection figures as well in published technical papers and 625mm, rail inclination 1:40, rail section as vibration readings inside the driver’s cab journals globally. 50N and the average track speed of the shuttle train were also recorded. approximately 60kmh. Since successful early trials on London 2014 Inforterra Ltd WJR are conducting a full investigation Underground Victoria Line in the year The rolling stock was a three car shuttle into the noise levels emitted by the 2000, Pandrol Vanguard has been train that travels between the two viaduct and they will publish a full report installed in more than 14 countries in at stations about five times each hour. in due course. The findings of that report least 80 locations. There are more than 70 are expected to confirm the preliminary Map Google data: © track kilometres of Pandrol Vanguard in The original track was installed in 1973 recordings made shortly after traffic operation worldwide, most of it in Asia. and little work or maintenance had started running over the trial section of been necessary since then. The rail was track. Sound readings immediately under The expansion of the station at Reading has been a major project for Against intense competition Pandrol original and there were few signs of the viaduct give the insertion loss for the Vanguard was selected for use excessive or unusual wear. Network Rail that has extended over nearly 6 years from design preparation throughout the St. Pancras high speed switch over to Pandrol Vanguard. They to conducting the works programme. The need to extend the station was rail terminus in London, UK. It was also The switch from regular to Pandrol record structurally radiated noise and are selected for use in the high speed rail Vanguard fastener was conducted during thus a direct measure of the vibration identiﬁ ed when Network Rail pinpointed the main bottlenecks to further terminus at Kowloon in Hong Kong. night closures of the track. This ensured efficiency of the track support. Data that there was no disruption to regular supplied by WJR shows that there have expansion of passenger and freight services around the network. operating services. been noise level reductions of between Pandrol Vanguard in Japan 6dB(A) and 8dB(A) measured for traffic Planning work by West Japan Railways travelling in both the up and down The objective of the Reading expansion to provide the ability to swap the rail Concast Building, and was delivered to was to improve the flow pattern of section following the initial installation. site ready to install the Pandrol VIPA-SP A retrofit version of Pandrol Vanguard was excellent and each operator knew directions. Total noise levels for a single trains both through and into the station. baseplates in-situ prior to the date of was developed by Pandrol for Japan that their function well. Training sessions train pass event under the viaduct have Careful consideration was given to the The ‘lid’ design became a prefabricated the possession. It would then be lifted directly fits onto the T-bolt anchoring had previously been held, which meant been reduced down to around 70dB(A). demands of freight services, which can concrete element to bridge the two by crane into position. The adjustment system occupied by standard Direct 8 that despite some unfamiliarity with the As well as noise levels, WJR continue inhibit flow and were restricted to night sides of the subway walls, providing a range of the baseplates was used both baseplates on J-slab track. The tight bolt Pandrol Vanguard assembly there were to monitor the track and rail condition time operations. The aim was to create very thin structure between the trains to adjust the alignment following the spacing and low rail height presented a no unforeseen problems. at regular intervals. This gives a new layout in and around the station and pedestrians. This needed to have installation of the structure, and challenge to Pandrol’s designers, since Existing Direct 8 baseplates were assurance that all aspects of normal and improve the flow for both passenger vibration mitigation to ensure that in the longer term to provide for the these two geometrical constraints have completely removed, but the bolts operations remain unaltered. The only and freight services. This was the largest the walking route was cushioned and replacement of the rail, which was to to remain constant for a successful were left in situ for anchoring the new noticeable change in track performance single project for Network Rail over the quietened from the trains moving change from 56E1 to 60E1. Pandrol Vanguard retrofit. A version of Pandrol Vanguard assemblies. to date is the reduced vibration and period, costing over £850 million and overhead. The prefabricated nature Pandrol Vanguard that fits onto 50N rail structural noise that Pandrol Vanguard involving new platforms, new bridges, of the ‘lid’ also allowed the complete The vertical alignment achieved with was successfully developed. A team of 10 operators worked on the delivers. This provides a real benefit expansion of the station buildings, unit to be craned into its final position the new track had to remain in the same first night installation, a number that during a weekend possession, keeping position following the exchange to the In March 2013 Pandrol Vanguard for nearby residents. new signalling, new turnouts (S&C) and was reduced to five for subsequent disruption of service to a minimum. larger rail section. In order to achieve baseplates were retrofitted in place of changes to both train and pedestrian nights (the extra workers were initially this result, on initial installation the existing Direct 8 baseplates on a 100m flow patterns. The Pandrol VIPA-SP system was baseplates were fitted with underlying section of viaduct track between Otori The pedestrian routes around the station selected by the consulting engineers, removable shims that allowed the and Hagoromo stations on West Japan have been changed and improved, Corus, to provide both the vibration baseplate to be lowered and the taller Railways’ surburban lines in Osaka. including the refurbishment of an attenuation and the necessary degree rail section to be installed without of adjustments, both vertically and Under live traffic loading Pandrol existing subway beneath the track. The altering the position of the head of rail. laterally. The Network Rail team led the Vanguard deflects vertically by up to route of the subway leads under one of main JV contractor Costain / Hochtief The double resilience of the baseplate 4mm, which is about three or four times the altered platforms, with alterations to to undertake the planning and control assembly provides a dynamic stiffness greater than a Direct 8 fastener. Special the vertical alignment requiring a new the work. The specialist subcontractor of about 20 kN/mm, and is considerably Pandrol Vanguard “stiffness transitions” ‘lid’ for the subway in order to lower the Cleshar was appointed to install the softer than the ballast track at either side. were introduced at either end of the track. This was further compounded structural ‘lid’ and track works. The ‘lid’ The location is on a ‘through platform’ at 100m trial section where the rail support by the need to change rail sections at itself was cast by the Irish prefabricator Reading station and changes back to standard fasteners. a later stage, so that the design had

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The photographs and illustrations are reproduced from the Network Rail website for the project.

Pandrol VIPA On the Coleraine Bridge, Northern Ireland

Improved flow pattern through Reading station

Artist’s impression of the expanded Reading station

The bridge over the River Bann at Coleraine in Northern Ireland forms part of The prefabricated concrete ‘lid’ during the delivery and training of the the rail route between Belfast and Londonderry. The route to Londonderry has installation team been described among the most scenic railway journeys in the UK, ranking bi-directional movement of trains had platform area starting from the standard alongside Fort William to Mallaig, and Settle to Carlisle. to be considered. Additionally, the line G44 sleepers in ballast is from about speed varies between passenger and 60 kN/mm, to 30 kN/mm on bearers of The interior of the pedestrian freight trains, which also have different the transition, to 20 kN/mm on the ‘lid’ of subway with high surface quality The refurbishment of the Bann Bridge, a well-known landmark and lifting bridge, is a key part of axle loads, and loading is made more the subway, then returning to 30 kN/mm finishes and vibration attenuation the upgrade for the Belfast to Londonderry route, in order to increase line speed over the bridge, complex by braking and acceleration on the opposite transition and finally provided by Pandrol VIPA-SP forces. It was decided to adopt a back to 60 kN/mm on ballast. baseplates supporting the as part of the route improvements prior to the appointment of Londonderry as the ‘European City transition length on each side of the track overhead of Culture for 2013.’ subway ‘lid’, over which the stiffness Advice and training was provided on site of the track could be increased in small to the specialist subcontractor Cleshar The current activity, the first of three The track on the fixed spans comprises The Pandrol VIPA-SP baseplate was steps to approximate that of the normal on best practice for the installation of phases, includes bridge works, track shallow ballast in the trough of the fitted to timber sleepers prior to ballasted track. In this way the stiffness the baseplates following the delivery refurbishment and a total renewal of the bridge, which is reinforced with delivery for the ballast sections, and transition could be smoothed, reducing of the precast concrete ‘lid’ unit, and two end sections of line. The Coleraine transverse steel ribs creating fluctuating fitted directly to the timber deck on the the impact loads and moving them along also an adjustment to the track after the to Londonderry section of track dates ballast depth and irregular sleeper bascule lifting span. the track and away from the structure. positioning by crane. back to the 1970s and its condition had spacing making tamping difficult. deteriorated significantly due to age and The successful conclusion of the The expanded station opened to the The transitions were created using other factors. The lifting span is an open lattice steel refurbishment has permitted the pre-stressed concrete bearers supplied public in Spring 2013, although some structure decked with timber planks. increased line speeds over the bridge, by Cemex Rail, which were delivered areas outside the station continue to be The purpose of these works was to carry and extending the life of this 89 year to site fully fitted with the Pandrol improved and the final completion of out a renewal of the track to ensure that The increased mass of new trains and old structure for another 30 years. VIPA-SP baseplates. These baseplates the project is scheduled for Spring 2015. services can continue to operate for the the stiffer bogies increases the impact The route between Belfast and included rail pads selected to increase next 30 years. and vibration forces. This resulted in the Londonderry has been saved for a the stiffness of the assembly and provide choice of the Pandrol VIPA-SP system to further generation allowing the coastal the necessary small step changes in The bridge is a multi-span steel mitigate the vibrations and attenuate route to be enjoyed through the period the overall resilience of the track. This structure with a central bascule lifting impact strains in the structure. of the Londonderry European City of resulted in the track stiffness changing span to permit access of river traffic Culture, and into the future. progressively over the various track The concrete ‘lid’ of the subway into Coleraine. structures. The change in the stiffness after installation and opening of the track as trains pass along the to traffic

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The photographs and illustrations are reproduced from the Network Rail website for the project.

Pandrol VIPA On the Coleraine Bridge, Northern Ireland

Improved flow pattern through Reading station

Artist’s impression of the expanded Reading station

6 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 7 Fastclip

BANN BRIDGE FACTS

• Opened March 1924 by LMS

• Original Design Engineer: Joseph Strauss (American Structural Engineer, who also designed the Golden Gate Bridge Pandrol Fastclip in San Francisco)

• Refurbished July 2012 to March 2013 FE Installation, • 11 Span viaduct

• Spans 1 to 5: length 77 feet Route between Coleraine Bridge before the refurbishment, (~23.5m) Malaysia & Londonderry April 2012 • Spans 8 to 11 are curved. The centre line spans each Author: Ross Simpson, Track Manager (Technical) 75 feet (~22.9m) MMC Gamuda Joint Venture, Malaysia • Spans 6 and 7 comprise the pivoting deck, where span 7 of 85 feet (~25.9m) lifts upwards, and span 6 of 20 feet (~6.1m) The 330km Ipoh – Padang Besar route in Malaysia forms an important part houses the counterweight and drops downwards of the Bangkok – Singapore rail connection. Currently the infrastructure

• Contractor for the refurbishment consists of a single metre gauge non-electriﬁ ed track on a sinuous alignment. McCann BAM Rail Joint Venture The infrastructure is life expired and a major improvement programme is • Civil Engineering Consultants: now underway. Mott MacDonald

• Client: Northern Ireland The line is being doubled, electrified Pre-assembly of the fastening A return visit was made to de-stress the Railways; Translink and curves eased. The trackform is being components was carried out at the track length. The opportunity was taken renewed with new concrete sleepers, factory using a Factory Assembly Tool. to use Vortok Stressing Rollers. These • Project and Cost Manager: rail and ballast. When this work is The opportunity was also taken to fit are rollers that combine the function of Arup Associates Fixed spans with Pandrol VIPA-SP Bridge after refurbishment, completed, new electric train units a Studded EVA Pad which offers low underoller and side roller in one easy to on timber sleepers in ballast April 2013 will travel the route at speeds of up stiffness with high durability and low use unit. to 140km/h. cost instead of a studded natural rubber pad. The sleepers are now under traffic and Sleepers with Pandrol Fastclip FC are the test section is expected to remain being used but the opportunity has Installation of the sleepers took place under main line traffic for a period been provided by KTMB to install a just south of Bukit Mertajam Station of one year at which time it will be short test section fitted with the latest under the supervision of MMC-Gamuda recovered, componentry inspected and a Pandrol Fastclip FE system during Joint Venture who are the main performance report produced. An interim the construction staging and contractor for the project. Laying of the inspection after six months of traffic has migration works. sleepers was carried out by an excavator confirmed that the components remain fitted with special lifting hooks. Rail in excellent condition. Like the older Pandrol Fastclip FC, the threading was easily accomplished and Pandrol Fastclip FE system is a resilient, it was found that the revised design of threadless rail fastening system with sidepost insulator made this process the unique Pandrol Switch On – even easier than it is with the Pandrol Switch Off System that enables fast Fastclip FC system. efficient track installation and reduced maintenance costs. Clipping up was by hand using latest standard Fastclip handtools provided by Pandrol Fastclip FC sleeper moulds were Pandrol, and comments from the crew modified by Mastrack who have been were that it was easier and quicker to Train from Londonderry to producing concrete sleepers in Malaysia clip up than the earlier system. Detail of lifting joint and Coleraine and Belfast on the Lifting spans with Pandrol since 1982. This mould was then used receiving blocks lifting span VIPA-SP fixed to the timber deck to produce 100 sleepers for the test installation.

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BANN BRIDGE FACTS

• Opened March 1924 by LMS

• Original Design Engineer: Joseph Strauss (American Structural Engineer, who also designed the Golden Gate Bridge Pandrol Fastclip in San Francisco)

• Refurbished July 2012 to March 2013 FE Installation, • 11 Span viaduct

8 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 9 Fastclip

Pandrol Fastclip FE

Finished Pandrol Fastclip FE On London Underground Limited, UK sleepers being checked at the Installation of sleepers at site Mastrack factory

Track Partnership, a collaboration between London Underground and Balfour Beatty Rail, has successfully launched the ﬁ rst new sleeper on London Underground in the last 30 years.

The new 1502 is a high quality sleeper, This new system is a bespoke solution complete with all components ready produced by Cemex Rail Solutions which for London Underground and has to thread the rails onto the sleepers provides improved reliability, greater been developed in response to the and automatically drive the clips onto longevity and offers faster installation growing need to construct track faster, the rails. of new track. safer and at a lower cost with reduced maintenance requirements. It comes The first installation was a ballasted The major innovation of the new sleeper complete with all insulators and pads track renewal on the Metropolitan line Clipping up after destressing Handtool close up is that it is pre-assembled incorporating installed into the ‘parked’ position, between North Harrow and Harrow the Pandrol Fastclip FE fastening which mechanically hold the side post on the Hill, on the Southbound system, using the highly efficient insulators and pads in place. This allows Local (SBLO). FE1404 clip, which is designed for five existing on-site steps to be reduced automated installation. to just one as the sleepers arrive on site

The Pandrol Fastclip FE system develops on the Pandrol Fastclip FC system and offers:

1. An innovative seal plate system that simplifies the sleeper moulding process

2. Robust insulator components

3. Efficient use of materials leading to lower overall cost

4. Pandrol Fastclip FE hand tools are also compatible with Pandrol Fastclip FC Vortok Stressing Rollers Completed installation

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Pandrol Fastclip FE

Finished Pandrol Fastclip FE On London Underground Limited, UK sleepers being checked at the Installation of sleepers at site Mastrack factory

Track Partnership, a collaboration between London Underground and Balfour Beatty Rail, has successfully launched the ﬁ rst new sleeper on London Underground in the last 30 years.

The Pandrol Fastclip FE system develops on the Pandrol Fastclip FC system and offers:

1. An innovative seal plate system that simplifies the sleeper moulding process

2. Robust insulator components

3. Efficient use of materials leading to lower overall cost

4. Pandrol Fastclip FE hand tools are also compatible with Pandrol Fastclip FC Vortok Stressing Rollers Completed installation

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Sleeper Installation

Approximately 800 NTF1502 Cemex concrete sleepers fitted with the Pandrol Fastclip FE system were installed using a Harsco Rail New Track Construction (NTC) machine. The NTC machine is capable of laying 1.5km of track per Rail Fastenings day in continuous operation, improving productivity, safety, efficiency, and quality. The NTC can work with concrete, pre-plated wood, or steel sleepers for Heavy Haul and provides an efficient and effective method of laying new track. The NTC machine started laying sleepers Applications on a Sunday morning at 8.45am and finished at 11.00am. Author: David Rhodes, Former Technical Director at Pandrol Ltd, UK

The following article summarises work which has been presented recently in more detail at the International Heavy Haul Association (IHHA) meetings in Calgary in 2011 and New Delhi in 2013 and at the “3rd Railway Gathering” organised by ANTF at Juiz de Fora, Brazil, at the end of 2011.

Stressing On the face of it, rail fastenings are not Heavy Haul operators are such that quite all makes the fastening specification required to do anything more in Heavy different approaches to track component a critical factor in keeping railways Stressing of the site commenced at During re-railing trials the system was Construction (NTC) train, the new system Haul applications than they are in any design are usually necessary. running smoothly, but in the case of the 11.00am on Monday four hours ahead proven to be twice as quick as the will enable the Track Partnership team other railway. Heavier rail sections and Heavy Haul railways three additional of schedule and was completed by previous system in use on the London to make huge steps towards increasing closer sleeper spacing can compensate The detail design of rail fastening factors are highlighted which combine 4.00pm. Sleepers were unclipped and Underground network. productivity and efficiency on London for higher axle loads and the loading systems affects parameters such as track to make these requirements even re-clipped using a combination of Robel Underground as part of its drive for a on the fastenings does not need to gauge, track stiffness and rail inclination, more challenging. 34.01 machines, with no problems Introducing the new sleeper has been world class underground for a world be any higher than usual. However, in all of which affect, in turn, wheel-rail encountered during this process. no simple task. It has required extensive class city. practice the demands of the specialist interface mechanics. Of course that co-ordination across the whole Vortok Stressing Rollers (VSR’s) were network and the supply organisations. also used during the destress. When installed with the New Track

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Sleeper Installation

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High Annual Passing Tonnage Extreme Climates

Firstly, compared with conventional activities which would be discounted as re-railing, is being carried out. That Finally the Heavy Haul railways are plastics. Within the rail fastenings system The other thing which does not function railways, the annual passing tonnage of to negligible net present value on a suggests that considerable savings can unusual in demanding all of these plastics are used to provide electrical so well in extreme climates is the human Heavy Haul railways can be very high. conventional railway, because they be made by ensuring that the life of things in some of the most hostile insulation, resilience and sometimes body! This may not sound like a technical In conventional applications 20 million would occur so far in the future, are fastening components exceeds the life environments our planet has to offer. sacrificial wear elements. Materials such issue but the fact is that we still expect tonnes per annum constitutes quite much more significant on the Heavy of the rail – and that becomes more of a As deposits of minerals - especially as nylon function well in most climates to use a great deal of manual labour for a busy line. In Heavy Haul operations Haul railway. challenge as rail lives are extended, with iron ore – are exploited in ever more but are softened in hot, wet conditions track construction and maintenance. 200 million tonnes per annum is not the major US Heavy Haul railways now inaccessible places it becomes necessary and become brittle in dry conditions. When Heavy Haul lines are built in unusual. The obvious effect of that At the detailed level of the rail expecting rail to last for 3 billion tonnes to construct railways which can be built, A significant amount of work is being inaccessible and inhospitable places the is that if components still require fastenings the cost of maintenance and of traffic in tangent track. In the case operated and maintained in extreme undertaken to find additives which can pressures to introduce more automation maintenance or replacement after the replacement does not lie in the cost of of a Heavy Haul line with high annual climatic conditions. For components mitigate these effects or to evaluate the and to extend maintenance intervals same accumulated passing tonnage, that the components themselves but in the passing tonnage the net present made from steel and concrete that use of completely different engineering are increased because of the additional maintenance requirement is reached in cost of labour and track closures. There value of such savings is high enough is not too difficult, but there are two polymers which may not give the best human factors which must be taken a much shorter elapsed time. What is are considerable economic benefits in to justify investment in more things in particular which function quite performance in “average” conditions into account. less obvious is the effect which that has replacing small track components only durable components. differently at extremes of temperature but which work acceptably well across a on life cycle cost analysis. Maintenance when other maintenance work, such and humidity. The biggest technical wide range of extreme environments. problems are those associated with

High Traction Forces Specifications and Standards Secondly, the effects of traction forces train after train, can induce track failure Tests carried out on several railways on longitudinal track stresses can be modes not seen elsewhere. Usually the over a number of years have shown that very significant. For most railways, first sign of failure is uneven movement different types of rail pad which have Most Heavy Haul railways which are established technical standards take into Simply adopting technical specifications once track has been designed to cope of sleepers which become skewed similar performance in conventional being planned or built today are account the kind of factors which have from one railway and applying them to with forces due to thermal expansion and displaced relative to the rails type-approval tests do, nevertheless, proposed not by established railways been discussed above. To make it even another in a different part of the world and contraction of the track and the and the ballast. give quite different performance in but by mining companies. The railway more difficult, technical standards which is rarely sufficient. The Heavy Haul maximum expected braking forces then terms of mitigating the effects of high becomes a part of the mining project exist within individual railway networks railway industry has an enviable record it will by default be strong enough to The solution to the problem lies in the traction forces. because it is the most economical and are closely interdependent. For example, of sharing technical knowledge through withstand the applied traction forces. design construction and maintenance of reliable way to move bulk commodities the calculation of the loads which are organisations such as IHHA. It is through In Heavy Haul applications that is not a high quality track bed and in attention from source to consumer and so in applied to test a sleeper or rail fastening that process that best practice can the case. On uphill grades the sustained to the selection of rail fastenings with most cases the whole job of designing, system is based on assumptions about be ‘exported’ to new and more application of high traction forces, appropriate longitudinal shear elasticity. building and even operating the railway the stiffness and consistency of the track challenging projects. is put out to competitive tender in bed. That in turn is based on another the same way as any other capital assumption, that track maintenance investment. That process requires a limits specified elsewhere in the system specification of technical performance will be observed – and those limits which can be written into a commercial are based on empirical assessment of contract. The problem is that no particular track and traffic conditions.

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High Annual Passing Tonnage Extreme Climates

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Pandrol ZLR (Zero Longitudinal Restraint) For Kellingley Colliery, UK

Author: Nigel Keightley, Senior Asset Engineer (Track) Network Rail, UK

Continuous Welded Rail (CWR) has provided great beneﬁ ts to railways all over intervention occurs, the compressive of the Main Southern Railway, operated closing of adjustment switches, hence force developing in the centre of the by Australian Rail Track Corporation avoiding build up of excessive rail stress. the world by eliminating rail expansion joints and hence reducing maintenance site could result in a reduction of SFT (ARTC). A review of methods used on costs. In order to account for the removal of these expansion joints, rails are of 240ºC (increase in compression of ARTC and Network Rail infrastructure Kellingley Colliery’s operations will be 580MPa). A significant loss of SFT could identified similarities in practices and affecting Network Rail’s assets both usually pre-tensioned at installation, so that rails are stress free when their rapidly lead to a track buckle, even at management approaches, however on the Wakefield to Goole line (WAG1) winter weather temperatures. In the it became clear that the Australian and East Coast Main Line (ECM2) temperature is circa 27°C. This is referred to as the stress free temperature (SFT), tensile zones an increase in SFT of 120ºC engineers had developed a novel, during the next six to eight years. Up to and when combined with a good ballast proﬁ le and a robust fastening system (increase in tension of 290MPa) could effective, and low cost methodology 2 miles of track on each route will be be experienced, which could lead to rail based upon the concept of the Pandrol affected, as several panels of coal are the track should be resistant to buckling during the peak summer temperatures. fracturing or curved track displacing Zero Longitudinal Restraint (ZLR) or ‘rail worked from two separate seams of laterally especially during the winter. free’ system. coal. Therefore the development of the most effective method of managing the The traditional methods of correcting The methodology introduced multiple sites was an essential part of the asset Engineers manage their ‘safety of line’ the coal laterally across the 350m ‘face’ The large associated longitudinal ground these huge SFT variations during sets of adjustment switches and ZLR management process. responsibilities by understanding the of the panel and the roof of the resulting movements which are generated have the British Rail era place an almost fastenings into the affected CWR, SFT and track condition across the routes void is deliberately allowed to collapse a significant and detrimental impact on unmanageable demand on Network intermediate short ‘anchor’ lengths For the most recent panel, YZ502 in the under their control. For most railway behind the extraction machinery. the SFT across the length of the CWR Rail’s resources, with the associated high of traditionally fastened rail prevent Beeston seam, Network Rail opted to engineers this is a routine and well These panels of coal, which are around affected. In order to keep the track labour costs being passed onto the mine migration of the rail under traffic. install seven sets of adjustment switches understood engineering concept. 2.4km long, are remote from the pit open to traffic, it became necessary to operator. The need for a less resource This effectively splits the rails into in each of the two tracks on WAG1, head, and at Kellingley Colliery the coal measure the SFT in the rails daily and intensive and more cost effective track multiple sections which span through covering both tensile and compressive However, introduce nearly 1.5m of extraction starts about 11km away and re-stress the track every weekend during management technique led Network Rail the compressive and tensile zones. zones. In addition to the use of Pandrol ground movement beneath the track retreats back towards the mine shaft via the rapid settlement phase. The degree to investigate best practice from other Adjustment switches are frequently ZLR assemblies, short anchors consisting from mining subsidence, and the tracks underground roadways. of compression and tension induced railways experiencing similar used in the UK to protect jointed track, of standard Pandrol components were resistance to buckling can change into the rails as the ground moves sub-surface mining issues. un-strengthened switches and crossings located centrally between adjustment remarkably quickly. In order to keep Subsidence can occur relatively quickly, longitudinally is illustrated by the strain or novel track designs on bridge decks switches in order to prevent the rail from trains running safely, maintenance teams the rate of surface settlement has been profile graph. The centre of the site is Personal contact was made with from the forces induced in adjoining migrating under traffic. Network Rail have to be available around the clock known to exceed 200mm per week known as the compressive zone; here Australian consultant railway engineers CWR, however adjustment switches also worked with suppliers to develop to carry out preventative and remedial during rapid settlement. As the coal the ground may experience compression Allan Pidgeon and Graeme Robinson, had not previously been used in this rail strain and adjustment switch gap works as they arise. face passes beneath the railway at a of up to 3mm/metre. At the extremities working for Hyder Consulting in Sydney, ‘free rail’ configuration. monitoring equipment. This resulted in relative angle of 50º the location of peak of the site the ground experiences up and site visits to New South Wales 88 strain gauges with rail temperature This is the challenge posed by the settlement moves along the track. The to 1.5mm/metre of tensile strain and (NSW) Australia were arranged. This The rails were held in position with the sensors and 56 linear potentiometers current mine workings from Kellingley development of the subsidence basin is therefore referred to as the tensile facilitated discussion on similarity in Pandrol ZLR assembly; this isolated the being installed and monitored from Colliery in Yorkshire. The mine operator can create differential settlement across zone. Under normal circumstances operating conditions and current asset rail from the effects of the ground strain seven trackside control stations. The is extracting the coal in ‘blocks’ referred the rails, and has resulted in isolated the tensile and compressive strains in management practices in both countries. by allowing it to move independently of data was remotely interrogated allowing to as panels, from a seam almost 3m increases in cross level of up to 10mm, as the ground are transferred to the rails In NSW the mining industry needed to the sleepers. This effective decoupling engineers to assess system conditions thick, at a depth of 800m below the well as laterally shifting the track by up through the ballast and sleepers and demonstrate to regulators that they of rail and sleeper allows movement due on a daily basis. It was demonstrated surface. The method, known as ‘longwall’ to 75mm. thus the SFT is altered significantly were able to work coal from beneath the to ground strain and thermal expansion that rail movement from both thermal retreat mining, mechanically extracts as the mining progresses. If no railway, without affecting the operability to be accommodated by the opening or forces and subsidence ground strain

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Pandrol ZLR (Zero Longitudinal Restraint) For Kellingley Colliery, UK

Author: Nigel Keightley, Senior Asset Engineer (Track) Network Rail, UK

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Vortok AWS Magnets For Network Rail, UK

migrated through the ZLR fastenings new ZLR Fastclip toe-insulator to be over the course of the settlement. In the UK, trains are prevented from passing through a red “stop” light by a and was accommodated by the procured, which proved impractical The large deformations and structural adjustment switches, which had to prior to the onset of mining activity failures help to demonstrate the system known as AWS (Automatic Warning System). A pair of magnets are be periodically reset. during 2011. magnitude of the forces that develop placed in the track some 200m before a signal. A passing train detects the during subsidence, underlining the The system significantly reduced the This required the two tracks to be nature of the challenge. ﬁ rst magnet and the system is armed for automatic application of the brakes. impact of ground strain avoiding managed slightly differently. Both the build up of excessive rail stress. Up and Down lines had adjustment The timing of coal production from Depending on the state of the second magnet, the brake signal is either Additionally the remote monitoring, switches installed throughout, however Kellingley Colliery resulted in the next cancelled or applied. The driver receives a visual and audible warning in the cab with pre-set trigger levels, alerted the absence of ZLR fastenings on panel affecting the railway beginning engineers to the development of any the G44 sleepers on the Down line Autumn 2012. This provided the track and must acknowledge the warning or the brakes are applied automatically. abnormal conditions. resulted in the ground strain being engineering team adequate time to transferred from the sleepers into the prepare themselves and the operational This system is active on the majority of lines in the UK and has successfully As predicted, it was observed that rail. Throughout this G44 length, rail railway for the next challenge presented reduced incidents since its full introduction in the 1950s. There are currently the gaps in the adjustment switches stresses built up more significantly than by one of the largest operational deep closed within the compressive zone and in the adjacent F27 and F40 sleepers, mines in the UK. With international no plans to replace the system. widened within the tensile zones. Using thus proving the effectiveness of the ZLR co-operation Network Rail learnt a lot strain profiles and coal face position, assemblies. In order to manage this build during 2011 and 2012 and these systems it was possible to predict when remedial up the Pandrol Fastclip’s were unclipped will continue to be developed in the action may be required. The remedial regularly during active settlement years to come. work predominantly consisted of allowing the stresses to equalise along re-setting the adjustment switches. the rail. Whilst this proved a valuable Nigel Keightley would like to thank This was achieved by removing narrow learning experience, Network Rail will be Network Rail’s maintenance and route slices of rail around adjustment switches installing ZLR Fastclip toe-insulators in asset management teams for delivering in the compressive zone, or the insertion the G44 sleepers for future worksites. this phase of the work, as well as Allan of wide gap aluminothermic welds, to Pidgeon and Graeme Robinson for their close up the adjustment switches in the At the limits of the site anchor resistance advice on the lead up to this project, and tensile zones. plates were established within the CWR, Ross Barber Team Manager, ATRC Moss together with traditional rail anchors Vale for facilitating the site visits. The ZLR assembly design received this provided added longitudinal Network Rail product approval for resistance against migration of rail at both the older F27 and the more recent the boundary between conventional F40 sleepers, with a solution based track and the ZLR system. around the Pandrol e-Clip fastening. In addition there were a large number The track asset, which has now of G44 sleepers in one track on the undergone almost 1.5m of subsidence, site, employing the Pandrol Fastclip has been managed without incident. The fastening, where an alternative design structures and buildings adjacent to the had to be derived. This required a track have however suffered significantly

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Vortok AWS Magnets For Network Rail, UK

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The Magnet Design The installation made easy by Pandrol fastenings It was against this Over time the seals gave way and water ingress was the main failure mode, The original method of installing the to undertake a signifi cant amount of background in 2005, exacerbated by fractured insulation on magnets was to move the sleepers apart testing and analysis to prove that our Vortok received a call the coils and supply wires. to allow the sump on the magnets to frame is capable of withstanding the be lowered into the ballast. It was then rigours of a typical track installation. The coils were directly powered from from a senior engineer required to drill the sleepers and mount A full dynamic model of the biggest the line side supply and with changes in special bolts and mounting plates to and heaviest frame was subjected to temperature the resistance of the coils at Network Rail enable the magnets to be fi tted. The both physical and FEA testing at an changed so the magnet fi eld strength average time to install a magnet set was extreme level. It was highlighted by requesting that we look varied. If the cable run to the AWS unit well in excess of three hours. With the the test house that if these levels of were long then the variation of fl ux could at developing a modern downward pressure on possession time shock and vibration were applied to real be signifi cant and missed signals were Drilling the sleepers Immersion testing for IP67 this was seen as a critical issue. piece of track, our equipment would version that eliminated often reported by drivers. stay attached to the sleepers but the the problems with the Vortok has had huge success with the Vortok listened to the main objections sleepers, ballast and rails would mounting beams developed for the and the desires of the installers and become airborne! existing magnets. TPWS project with over 68 000 panels maintenance teams and incorporated installed to date. This lead onto the The range of frames that has now been Vortok have been developing products the feedback into the design of the development of the balise mounting developed cover Pandrol e-Clip, Pandrol for the railways for many years and have current product range. The fundamental system (BMS) which is currently rolling Fastclip, timber and concrete with gained a reputation for innovation and enabler for the new design was the use of out across Europe under the ERTMS special versions for bearers and within success with many railway authorities, modern rare earth magnets (Neodymium projects. The fundamental advantage S&C, an area that has been impossible including Network Rail. It was as a result Iron Boron - NdFeB). This material has of the BMS is the speed of installation. until now. These frames can take one, of our development of the temporary a high fl ux density for its mass and so The patented method of attaching the two or three magnets and they are AWS magnets used for speed restrictions powerful magnets can be made very beams is a direct result of the Pandrol completely interchangeable. They are at worksites that lead to this enquiry. much smaller than the ferrite equivalent. fastening system. Using the Pandrol currently on trial and we expect full This permitted a much smaller format The design of the AWS units is based e-clip or the Pandrol Fastclip to trap approval in Q1 2014. unit to be designed which removed the on a combination of magnets and coils the beam ends against the sleeper has need for a “sump” on the unit, the weight which enabled the signaller to control enabled a typical beam to be installed in The demand for this system has been could be reduced and a common form a magnetic fl ux fi eld to be picked up by Typical BMS installation for ERTMS under two minutes, often much faster. signifi cant and we now have over Typical double magnet installation factor could be used for the entire range. the passing train. The magnets are either Much of this advantage would be lost six projects being added to the trial Another signifi cant advantage of the a permanent magnet, an electromagnet if screwed fastenings were the only certifi cates just to get the product in NdFeB magnets is that they are virtually or a suppressed magnet (a permanent system in existence. track. The speed of installation is exactly impossible to demagnetise and so there is magnet that can have its fi eld turned off what the project set out to improve and no gradual degradation in the fi eld. by an opposing coil). In the event of a The development of an AWS magnet there are many happy customers now mounting system was just a logical able to plan much reduced possession trackside power outage the system failed The modern control electronics uses a progression of the BMS system. A times and associated cost downs. safe and all trains stopped. feedback system so that no matter what concept of a mounting frame was the temperature, the fl ux emanating from The 1950s’ design of AWS magnets used developed using strengthened beams The full range of magnets consists of; the top of the unit could be controlled ferrite magnets, rubber or cork insulation, and two mounting rails. The resulting a suppressor, an electromagnet and a accurately. The electronics used a Pulse pitch potting, cotton wound coils system can be installed very rapidly with permanent magnet, powered by either Width Modulating (PWM) power supply to and shellac lacquers. A ferrite magnet the current installation record standing 110V ac or 24V dc and are compliant the coil which enabled full control of the cannot produce a strong magnetic at nine minutes for a double unit set. with the extra strength or standard current and power demand. This control fi eld and so the magnets were large to strength profi les. All the original also enabled the response times to be compensate. Ferrite magnets also have a The railway industry tends to be issues have been eliminated and the tailored to suit the needs of the signalling poor resistance to being demagnetised conservative and to propose to mount maintenance teams can concentrate on system, balancing current draw against by external fi elds and so every time the a 300kg load on glass reinforced keeping the railway running. We expect response time. Typical single frame installation Two man lifting frame in use suppressed magnet was turned on, the pultruded beams caused some full approval from Network Rail in the eyebrows to be raised. Vortok have had fi rst half of 2014. ferrites strength was diminished. Over a The enclosure for the magnets was made period of time the magnets performance very small and compact and achieved fell outside the design specifi cation an IP67 rating - they can run underwater and the magnet had to be replaced and even if the trains cannot. As can be seen serviced. This was particularly true of the from the image on page 23, the AWS unit extra strength (“green”) version. was submerged at 1m depth in the fi nest quality seawater that could be found in Due to the amount of ferrite required Plymouth - without a drop getting in! to produce the fl ux fi eld, the magnets were large and contained a “sump” which With the size, weight, reliability and displaced ballast between extra widely performance all addressed the focus spaced sleepers. The weight of the units turned to the installation issues. was signifi cant and lifting equipment Finite Element Model showing was essential to install and remove them extreme magnified deflection from track.

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In 2010, Norfolk Southern changed their Standard Procedure on tie plate usage to apply Pandrol Victor plates in conjunction with rail and gauging programs and bridge tie renewal as follows:

1. On both the high and low rails Pandrol Victor of curves 6 degrees and greater where the Chief Engineer Line Maintenance determines they are For Norfolk Southern Railways, USA necessary

2. On open deck bridges where rail anchoring is required

3. On open deck bridges with Author: Randy L. Bowman, Engineer Track & Material curvature of 2 degrees and greater where annual tonnage is Norfolk Southern Railroad, USA greater than 10 MGT

4. Any other location as directed by the Chief Engineer Line Norfolk Southern Railroad had been looking for a heavy duty 18” tie plate with Maintenance or the Chief an elastic fastening system for use on timber ties, but all of the tie plates on the Engineer Bridges market with elastic fasteners had a smaller footprint. In 2005 Pandrol answered Beginning in 2012, Norfolk Southern the call and introduced the Pandrol Victor plate. It had the same footprint as a began specifying the use of Pandrol standard asymmetrical 18” AREMA tie plate and incorporated a cast swaged-in Victor plates with screw spikes for bridge applications. To date, NS has shoulder that utilized a standard Pandrol e-Clip to secure the rail to the plate. installed over 1.2 million Pandrol Victor plates. These plates have proven to be beneficial in reducing plate cutting, reverse rail cant and gauge widening The initial design utilized screw spikes to Norfolk Southern installed the fi rst Pandrol With the success at Maher, additional conditions as well as providing rail fasten the plate to the tie. Since Norfolk Victor plates with cut spikes in August installations of Pandrol Victor plates were roll-over restraint on Norfolk Southern. Southern is primarily a cut spike railroad, 2007 in Maher, WV. The location was in a made at strategic locations around our Addressing these factors ultimately this design was not compatible with 6.0-degree curve (290m radius) on a system, including open deck bridges. reduces maintenance cost and their line maintenance and production 0.09-inch grade with 3.5” (90mm) of NS specifi cally targeted locations where increases efficiency. gang work. The added steps to drill holes super elevation and carried mainly coal reverse rail cant was an issue. The and screw down the plate compared to trains totalling around 40 MGT annually. installation of Pandrol Victor plates in simply driving cut spikes with our current These plates were monitored periodically these curves provided the needed rail equipment added more manpower and and found to perform well with respect restraint to prevent rail rollover. expense than we thought necessary. to reduced tie plate cutting and gauge Therefore, NS urged Pandrol to modify widening, reducing maintenance the Pandrol Victor plate design to required for this curve. The reduced track incorporate the use of cut spikes to secure degradation was verifi ed with subsequent the plate to the ties. And they responded. runs of the Track Geometry Car.

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In 2010, Norfolk Southern changed their Standard Procedure on tie plate usage to apply Pandrol Victor plates in conjunction with rail and gauging programs and bridge tie renewal as follows:

1. On both the high and low rails Pandrol Victor of curves 6 degrees and greater where the Chief Engineer Line Maintenance determines they are For Norfolk Southern Railways, USA necessary

2. On open deck bridges where rail anchoring is required

3. On open deck bridges with Author: Randy L. Bowman, Engineer Track & Material curvature of 2 degrees and greater where annual tonnage is Norfolk Southern Railroad, USA greater than 10 MGT

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Slab Tracks

Floating slab mats (PCT-FSM) can be In areas where it is not possible to deployed in numerous thicknesses and install a fl oating slab but vibration stiff nesses to accommodate any technical mitigation is still a requirement, the criteria. PCT-FSM are easy and quick to resilient direct fastener (PCT-DF-SP/HP/XP) install in any weather condition. may be used. When combined with a highly resilient under baseplate Pandrol It is also possible to customise your pad (PCT-UBP) up to 15dBv vibration fl oating slab to meet the exact isolation mitigation can be achieved. level you need. With fl oating slab pads (PCT-FSP) the company not only provides CDM Track tailor-made bearings, but can also design them accurately using cutting-edge simulation software.

Pandrol Pandrol CDM Track (PCT), formerly CDM The company has its own in-house test Track, is a European company based facility, where a continuous programme CDMUSP System in Belgium, specialising in the design, of testing and development ensures manufacture and implementation of it is able to comply with any technical noise and vibration isolation solutions. specifi cations that the rail market Under Sleeper Pads have been installed Right from their fi rst installation, great The same applies in reverse, too. The With more than 60 years experience in may demand. since the 1990s and are now a proven benefi ts were identifi ed by using degree of each type of benefi t depends technology that can be used to manage USPs. These applied especially in primarily on the stiff ness of the pads. the industry, PCT off ers a complete range Pandrol CDM Track was acquired by track stiff ness, increase track quality, and transition zones, on turnouts, bridges, of cutting-edge solutions to guarantee Pandrol Track Systems in January 2014. control vibration levels in track. and in tunnels. Now, following years of experience, and also because of an Increases ballast contact area elasticity at every level in ballasted tracks, The Under Sleeper Pad (USP) provides a increase in the volume of concrete slab tracks and embedded rail systems. simple way of modifying the stiff ness of sleepers being installed, use of USPs ballasted track with an attractive cost- is becoming common practice on benefi t ratio, by adding an elastic layer to permanent way owners such as: DB the underside of the sleeper. (Germany), SNCF (France), ÖBB (Austria), Embedded Rail Solutions Ballasted Tracks ADIF (Spain), INFRABEL (Belgium), REFER In the PCT-USP system a resilient (Portugal), SBB (Switzerland), etc. material (usually Resin Bonded Rubber or Thermoplastic Elastomer) is fi xed to the If you need to design a tramway track, PCT Track quality starts with the rail pads. Standard The application of USPs can be divided sleeper either by means of glue or using has the solution to make it quiet, sustainable, rail pads (PCT-SRP) and resilient rail pads (PCT- in two broad areas: track quality the unique CDM-MFF® technology as cost eff ective and good looking. DRP) are produced in four diff erent materials improvement and noise and vibration described below. The pad fully or partially to cope with any technical specifi cation. control. However these are not mutually For design without sleepers, the easy-to- covers the bottom surface of the sleeper. exclusive, so that, for example, even when install PCT-Q(uiet)track off ers excellent Under sleeper pads (PCT-USP) are produced This improves the maintainability and the a USP is designed to target track quality lateral stability, high electrical resistivity in diff erent materials and designed for specifi c quality of the track, and can also provide improvements, there will also be some and multiple choices for the fi nishing When embedded sleepers or direct requirements. Soft USPs designed for light axle vibration mitigation. degree of noise and vibration isolation. layer. You can choose between three levels fasteners are designed, PCT-F(lexi) track loads give high vibration attenuation while of vibration mitigation and combine it and PCT covers are custom-made to intermediate and stiff USPs are the solution for Improvement of with a fl oating slab to cope with any kind completely de-couple both the rail and mixed traffi c, transition zones, main lines and Track Quality Improvements of urban environment. In rehabilitation fasteners from the concrete and provide high-speed tracks. may be achieved thanks to a better load distribution projects, PCT off ers the possibility of the necessary protection for a load distribution and a reduction integrating QTRACK in precast concrete high-quality track. It is also possible to have high vibration in the pressure on the ballast and modules to minimise the installation time mitigation in ballasted track with under ballast superstructure brought about by and local disruption to road traffi c. For special applications, such as level mats (PCT-UBM). Made in resin-bounded the insertion of the elastic material crossings or fl ood / fi re gates, you can rubber they are easy to install without joints, between ballast and sleeper. encapsulate your rails with the resistant to any climatic conditions, and poured-in-situ PCT-P(oured) track. deployable in various thicknesses.

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Slab Tracks

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Track Quality Improvement Noise and Vibration Control Noise and vibration control is achieved a. Ballast protection: as a result of d. Mitigate the effects of local thanks to the insertion of an elastic layer the track quality improvement, discontinuities: such as differences between the rigid concrete sleeper and the intervals required between in track settlement, hanging the stiﬀ ballast. The level of vibration levelling, lining and tamping can sleepers, differences in stiffness of reduction will depend on the stiﬀ ness be approximately doubled the soil, etc of the material introduced. b. Possibility of reduced ballast e. Ideal for use in transition zones: to 10 thickness: from 30 to 20cm due to mitigate differences in settlement 5 the better load distribution or step changes stiffness. Can be Pandrol 0 used on the approach and running -5 c. Possibility of reduction of rail (dBv) -10 off area for bridges, transitions lL corrugations, especially in tight between track construction types, -15 -20 radius curves: grinding intervals rail expansion joints, control short 0 20 40 60 80 100 120 140 160 180 200 Fastclip FCA may be more than doubled bridges responses, etc Frequency (Hz)

f. Better track quality in turnouts

Noise and Vibration Control

a. Alternative to Under Ballast c. Air-borne noise control: although Mats (UBM): soft USPs may be a not the main objective, the good substitute for UBM if the possibility exists for reducing train The Pandrol Fastclip FCA has been designed for use on slab tracks where vertical requirement is to control vibrations passage noise in curves indirectly, adjustment is required. The system is suitable for use with all forms of pre- in the frequency range above due to the improvement in the 40-50Hz quality of the track cast elements (block, twin block or slab). These may in turn be either cast-in, or resiliently mounted. Alternative conﬁ gurations with a plastic construction b. Ground-borne noise control: it has been demonstrated that up to plate that allow for wet pour, top-down construction are also possible for some 15dBv reduction in vibrations applications. Pandrol Fastclip FCA can be assembled at the sleeper factory and within the frequency band of maximum energy can be achieved delivered to site captive on the pre-cast element.

The benefi ts of using USPs have been With over 40 years’ experience in the fi eld once the sleeper has been produced by substantiated by in-situ measurements of noise and vibration control, and more means of glue, or it can be fi xed during and numerous studies such as the UIC than 20 years’ experience designing, sleeper production thanks to CDM-MFF® Installation by top down wet pour method project ‘Under Sleeper Pads in Track’ in producing and supplying USPs, Pandrol technology. CDM-MFF® is a Micro Fibre Installation with alternative plastic construction plate which 12 European countries and Japan CDM Track is able to provide high quality Fastener layer attached to the resilient conducted one of the biggest research PCT-USP products based on its main layer, which facilitates a direct bond programs ever carried out on the subject. core materials: Resin Bonded Rubber (RR) between concrete and the USP. This The project included several laboratory and Thermoplastics Elastomers (TPE). bonding has been proved to be very and in-track tests which demonstrated As a result of its wide materials portfolio, eff ective - reaching strength values of up the advantages of using USPs both for PCT-USP can provide a static stiff ness to 1.0 MPa - which is well in excess of the track improvement and for noise and range that goes from 0.068 up to 0.25 0.4 MPa required by DIN 45673-6. Bonding vibration control. N/mm³ for RR materials and from 0.216 strength is an important factor since up to 0.40 N/mm³ for TPE materials. during track laying the sleeper is subjected It is important to note that all of the above to pull off forces as it is handled and mentioned benefi ts have a direct impact These satisfy the high level of technical installed into the track. CDM-MFF® ensures on track maintenance costs. USPs will requirements on this type of product. that the resilient pads will be bonded to reduce maintenance activities such as PCT-USP has been tested at the Technical the concrete sleeper at all times. tamping, ballast cleaning, grinding, etc. University of Munich according to the In some cases, the time interval between German standard DIN 45673-6. Both the 1 Under Sleeper Pads in Track – The UIC Project. maintenance interventions has almost standard and the homologation body are European Railway Review, Vol. 19, Issue 2, 2013. doubled. A reduction of 32% in the life recognized worldwide. Auer, F., et.al. 1 2 cycle cost has been estimated for tangent track fi tted with USPs and subject to more Regardless of the material type and than 70,000 gross tons per day.1 the stiff ness, PCT-USP may be installed The pre-assembled plastic construction plate ready for Assembly attached to the rail ready for concrete pour to attaching to rail. underside of construction plate. Clips in the parked position.

26 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 27 Pandrol Evolutions

Noise and Vibration Control a. Alternative to Under Ballast c. Air-borne noise control: although Mats (UBM): soft USPs may be a not the main objective, the good substitute for UBM if the possibility exists for reducing train The Pandrol Fastclip FCA has been designed for use on slab tracks where vertical requirement is to control vibrations passage noise in curves indirectly, adjustment is required. The system is suitable for use with all forms of pre- in the frequency range above due to the improvement in the 40-50Hz quality of the track cast elements (block, twin block or slab). These may in turn be either cast-in, or resiliently mounted. Alternative conﬁ gurations with a plastic construction b. Ground-borne noise control: it has been demonstrated that up to plate that allow for wet pour, top-down construction are also possible for some 15dBv reduction in vibrations applications. Pandrol Fastclip FCA can be assembled at the sleeper factory and within the frequency band of maximum energy can be achieved delivered to site captive on the pre-cast element.

26 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 27 Pandrol Evolutions

Installation in pre-cast elements Installation (block, twin block or slab)

1 2 3 Pandrol VIPA DFC Plastic sub-plate and anchor inserts Cast shoulders locate on plastic Anchor bolt torqued to secure cast into pre-cast element. sub-plate. cast shoulders.

4 5 6

Pandrol VIPA DFC has been designed for use on slab tracks where a typical vertical system stiﬀ ness of 20-25 kN/mm is required, for applications on LRT, Metro, high speed and other non-ballasted tracks. The Pandrol Fastclip fastening allows for eﬃ cient stressing and rail maintenance. The assembly is optimised for top down Rail pad and post insulators installed in Pandrol Fastclip fastenings are installed Once the sleepers are placed and the rail construction with embedded pre-cast elements but is also suitable for installation the rail seat. into the parked position. The finished has been threaded, clips are driven from on pre-cast slab systems. Pandrol VIPA DFC can be assembled at the sleeper factory concrete elements would normally be the parked to the working position. delivered to the construction site in and delivered to the site captive on the sleeper or block. this configuration.

Features of Assembly Components: 1. Clip and Toe Insulator EXPERIENCE ADJUSTABILITY ELECTRICAL RESISTANCE • 1000 kgf nominal toe load, high deﬂ ection Pandrol Fastclip FCA is an adjustable Lateral adjustment of +/- 5mm per rail The Pandrol Fastclip FCA has • Integral toe insulator to reduce rail contact version of the widely used Pandrol seat is possible by exchanging side two levels of electrical resistance. stresses and improve electrical resistance Fastclip system. All component post insulators. Vertical adjustment of • Zero toe load option (rail free) available materials are based on long +20mm is possible by component • The rail is isolated from the shoulder established Pandrol specifications. change and shims. For special by rail pad, side post insulators and 2. Side post insulators made from high applications please consult Pandrol. toe insulators. viscosity nylon FULLY PREASSEMBLED 1 TRACK STIFFNESS • The shoulder is insulated from the 3. Cast SGI Baseplate The Pandrol Fastclip FCA system can concrete by a conforming shim and be delivered to the track site fully Track stiffness typically >40 kN based plastic dowels. 8 6 3 4. Rail pad pre-assembled/captive and attached on CEN track category B, C and D. 2 4 to a pre-cast concrete element. Low Stiffness can be varied within limits VERSATILITY 5. Baseplate pad clamping force and rail free variants through consultation with Pandrol. Bespoke designs can be provided to are available to address track-structure 6. Field side clamp interaction issues. suit customer operating requirements. 7 5 7. Cast-in SGI ﬁ eld side shoulder

8. Plastic dowel/bolted gauge side ﬁ xture

28 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 29 Pandrol Evolutions

Installation in pre-cast elements Installation (block, twin block or slab)

1 2 3 Pandrol VIPA DFC Plastic sub-plate and anchor inserts Cast shoulders locate on plastic Anchor bolt torqued to secure cast into pre-cast element. sub-plate. cast shoulders.

4 5 6

8. Plastic dowel/bolted gauge side ﬁ xture

28 TEL +44 (0)1932 834500 EMAIL [email protected] WEB www.pandrol.com 29 Pandrol Vanguard Installation

Installation Pre-Assembly Process Pandrol UK has supplied over 6000 Pandrol Vanguard fastenings to the Golden Horn bridge in Istanbul, Turkey connecting metro 1 2 3 line M2 (Taksim-Yenikapi). The Golden Horn Bridge is the fourth and only rail crossing over Golden Horn and has a total length of 947m, of which 406m is over water.

The contract was awarded after several years of Pandrol UK being involved in discussions with the representatives of the Contractor, Alsim Alarko, and Istanbul The sleeper is supplied with a cast-in A field side clamp is positioned on the The baseplate (with sidepost insulators/ Metropolitan Municipality SGI iron shoulder on the field side and field side SGI shoulder. rail pad and baseplate pad already in Railway Department. a cast-in plastic insert on the gauge position underneath it) is then slid into A full report feature in the 2015 side of the rail seat. engagement with the field side clamp. edition of the Pandrol Track Report Journal. 4 5 6

The gauge side clamp is then positioned Pandrol Fastclip Fastenings are installed Once the sleepers are placed and the rail and bolted down. into the parked position. The fastenings has been threaded, clips are driven from would normally be delivered to the the parked to the working position. construction site in this configuration.

Features of Assembly

EXPERIENCE ADJUSTABILITY TRACK STIFFNESS Pandrol VIPA DFC is based on A maximum lateral adjustment of Typical track stiffness between proven Pandrol Fastclip materials +/-5mm per rail seat is possible by 20-25 kN/mm (0-50kN). Stiffness and technology. exchanging the side post insulators. can be reduced or increased through consultation with Pandrol. FULLY PREASSEMBLED Vertical adjustment of +20mm in 1mm increments is possible by exchanging Pandrol VIPA DFC baseplates VERSATILITY the field side clamp, and shimming can be delivered to the track site Bespoke designs can be provided under the baseplate, using simple fully pre-assembled/captive and to suit the customer operating flat shims. Higher levels of vertical attached to the sleeper. Track structure requirements. adjustment may be possible depending interaction low clamping force/rail on operating conditions. free variants available.

30 TEL +44 (0)1932 834500 EMAIL [email protected] Design by vividcreative.com 31 Pandrol Vanguard Installation

Features of Assembly

30 TEL +44 (0)1932 834500 EMAIL [email protected] Design by vividcreative.com 31 2014

TRACK

PANDROL VANGUARD installed on the Golden Horn Bridge Istanbul, Turkey. installed on the Golden Horn Bridge Istanbul, VANGUARD PANDROL REPORT

The Journal of Pandrol Track Systems