Marek Krużyński

From horse-drawn railway to high-speed transportation systemV
Od koněspřežné železnice k vysokorychlostním dopravním systémĤP
April 17 – 19, 2007 Prague, Czech Republic
MODERNIZATION OF THE SUBGRADE OF E30 RAILWAY LINE
Marek Krużyński1
Radosław Mazurkiewicz2
Andrzej Piotrowski3
Abstract: Basic requirements relating to the railway subgrade, obligatory on Polish State
Railways (PKP) were given in the paper, particularly minimum values of modulus of subgrade
deformation were presented. The technologies of substructure repair being used during
modernization of E30 railway line, and also some examples of layout of the layers of modernized
subgrade were shortly shown. The mechanized technology of subgrade repair with use of the
AHM-800R machine was also presented.
Key words: modernization of railway lines, substructure, subgrade, AHM-800R machine,
E30 railway line
1. Introduction
One of the resolutions of European Union Treaty from Maastricht from 1985 year on
field of transport was creation the Trans-European Network.
In 1994 year, during Conference of the Ministers of Transport on Crete, the route of
Pan-European transport corridors (PAN) was fixed, including also countries of Central and
Eastern Europe. In frames of defined corridors the route of main railway lines of European
meaning was fixed among other things. On the territories of the countries of Central and
Eastern Europe the chosen railway lines have to be adapted to develop speed of trains
fundamentally not less than 160 km/h.
It was originally assumed that the system of transport corridors should start working in
2015 year. In case of the countries candidating to join the European Union at that time
(including Poland and Czech Republic) it meant the realization of serious tasks of main
railway lines modernization, possibly the construction of new sections of high speed railway
lines.
At present the modernizing works, having in view obtainment the speed of trains 160
km/h, are managed on three the following arteries of traffic:
- E20: (Berlin) – Poznań – Warszawa – Terespol – (Moscow),
- E30: (Dresden) – Wrocław – Kraków – Przemyśl – (Lviv),
- E65: Gdynia – Warszawa – Katowice – Zebrzydowice – (Ostrava).
In case of E30 line, being an object of this paper, the section Opole - Wrocław has been
modernized and given back to use till 2007 year and on the section Wrocław - Legnica Węgliniec the modernizing works are nearing completion.
1
prof. dr hab. inż., Instytut Inżynierii Lądowej, Politechnika Wrocławska, Wybrzeże Wyspiańskiego 27, 50-370
Wrocław, Polska, tel. 004871-3202332, e-mail: [email protected]
2
dr inż., Instytut Inżynierii Lądowej, Politechnika Wrocławska, e-mail: [email protected]
3
dr inż., Instytut Inżynierii Lądowej, Politechnika Wrocławska, e-mail: [email protected]
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2. Basic conditions laid down for the subgrade
Technical parameters and requirements relating to the substructure are gathered first of
all in the Instruction [8] and also in the Order [7].
The following demands made for the subgrade can be numbered as the most important
ones:
- assurance of required strength for given category of a railway line,
- assurance of the permanent and elastic deformations being a result of dynamic reactions to
be less than admissible,
- conservation the dimensions of track subgrade suited to given category of a railway line,
- conservation the invariability of shape regardless of climatic influences and influences from
exploitation,
- assurance of the possibility of mechanization of works during exploitation.
For assurance of the required strength of the substructure, its construction should be built in
the way that the values of the modulus of subgrade deformation measured on track subgrade
were not smaller than the minimal values defined in [8], shown in table 1.
Table 1. Required minimal values of the modulus of subgrade deformation E0 [MPa] measured on the
substructure. Given values of the modulus of subgrade deformation refer to so called bad
hydrogeological conditions. In case of occurrence more profitable hydrogeological conditions, defined
in detail in [8], minimal values of the modulus of subgrade deformation can be reduced about 10% or
about 20%.
Density of traffic
Velocity
T [Tg/year]
vmax [km/h]
Newly built lines
Lines modernized and repaired
T≥25
10≤T<25 3≤T<10
T<3
T≥25
10≤T<25 3≤T<10
T<3
120<vmax≤160
120
120
100
90
100
80
65
60
80<vmax≤120
120
110
90
80
95
75
60
60<vmax≤80
120
100
80
70
90
70
vmax≤60
120
100
80
60
85
60
-
Required life of upper parts of the substructure is obtained by using grounds:
- well grained, ie. well being consolidated and not losing consolidation under the influence of
vibrations,
- resistant to frost (not swelling),
- resistant to water activity, ie. not containing soluble matters,
- mechanically stable on the surfaces of each layer contact, ie. not mixing with other
adjoining materials,
- enough water-permeable.
If the above requirements are not satisfied, what often takes place in case of railway lines’
modernization, the protective covers should be used.
3. Modernization of the subgrade of E30 railway line.
Railway lines being parts of the railway corridor E30 are one of oldest on the territory
of Poland. The embankments on considerable lengths are over 150 years old and did not
satisfy the requirements made at present to the substructure before modernization. Moduli of
subgrade deformation, measured on the substructure, attained most often the values between
30÷60 MPa, sporadically exceeding 100 MPa. As it is shown, these values were usually
considerably smaller than the required minimal ones, given in table no. 1.
There were usually applied the strengthening and protective layers to obtain required
strength and stability of the subgrade. Typical order of the modernizing works in the
substructure looked as follows:
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- removal of dirty ballast,
- possible removal of the track (not necessary in case of use the train for subgrade repair with
AHM-800R machine),
- removal of upper layers of the substructure to required depth,
- putting down the geomembrane,
- building in and consolidation one or two strengthening layers made of the aggregate of
properly chosen granulation and mechanical proprieties,
- possible putting down the track grate (in case of traditional technology - on semi-layer of
rolled broken stone),
- putting down the layer of cleaned ballast with supplement of being lacking ballast chips and
grading the slopes.
The works in the subgrade of E30 railway line were driven using different methods on
various sections:
- with use general-building road machines (excavators, graders, rollers, lorries, etc.) after
previous removal railway superstructure,
- with use the train for subgrade repair with leading machine AHM-800R.
The example of one of the standard cross-sections of the superstructure and the
subgrade of a railway line after modernization made with traditional building machines is
shown on figure 1. Some examples of the configuration of layers built in with AHM-800R
machine are presented on figure 2.
Fig. 1. Example of the normal cross-section of a permanent-way and the subgrade of the E30 railway line modernization made with road building machines.
Fig. 2. Different examples of the configuration of layers built in with AHM-800R machine [3, 4]. Markings:
1 – ballast chips up to 55 cm, 2 – strengthening layer 20÷45 cm, 3 – geotextile, 4 – subsoil, 5 – geogrid,
6 – strengthening layer 20÷30 cm, 7 – plate of hard foam XPS.
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It has been observed growth of the strength of the substructure as a result of building
in the strengthening layers. This growth was expressed by higher values of the modulus of
subgrade deformation measured on the surface of the substructure. Comparison of the
secondary moduli of subgrade deformation measured before and after modernization is
presented in table 2.
Table 2. Exemplary values of the secondary moduli of subgrade deformation measured on line E30 before and
after modernization [2, 9, 10, 11].
Kilometre
Modulus of subgrade deformation Modulus of subgrade deformation
after modernization
before modernization
E2 [MPa]
E2 [MPa]
Modernization made with general-building road machines, track Legnica-Miłkowice
66.200
66.500
67.000
67.600
67.700
69.700
52
86
49
130
51
56
145
115
123
191
164
136
Modernization made with AHM-800R machine, track Brzeg-Lipki
142.080
142.880
143.650
143.677
144.280
144.880
145.480
145.880
57
48
67
77
50
54
51
54
150
103
110
247
97
123
107
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4. Recapitulation
The research of the moduli of subgrade deformation on the substructure surface made
after its strengthening shows advisability and efficiency of usage the strengthening layers in
upper parts of the subgrade. Mechanized technology of repair the railway subgrade with
leading machine AHM-800R, initiated on Polish Railways (PKP) since 1999 year, shows
many advantages, to which the following ones can be numbered:
- not large range of concurrent works,
- possibility of works management without removing the superstructure,
- entire elimination of car transportation,
- elimination of disposal of old ballast and considerable reduction of new material supply,
- lack of necessity of closing or displacement neighbouring tracks,
- large efficiency (up to 80 metres per hour),
Not satisfying state of the substructure is usually a result of long standing, often
intensive, exploitation, of using the rolling stock of bad technical condition, and also of many
years' lasting neglects in subgrade and draining systems maintenance. It is estimated that there
are bad or very bad grounds in a substructure on about 40% lengths of railway lines in Poland.
This is confirmed by the results of the modulus of subgrade deformation measurements,
accomplished on main railway lines intended to modernization. It began to pay appropriate
attention to this problem in last years and strengthening the substructure became the essential
element of modernizing works at adapting railway lines to run with speed of 160 km/h.
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5. Literature
[1] Bałuch Maria – Podstawy dróg kolejowych. Politechnika Radomska, Radom 2001.
[2] Krużyński Marek, Piotrowski Andrzej – Badania nośności warstw ochronnych
zabudowanych maszyną AHM 800R. XI Konferencja Naukowo-Techniczna „Drogi
Kolejowe ’01”, Wrocław-Żmigród 2001.
[3] Obuchowicz Bruno – Pierwsze obserwacje wzmacniania podtorza maszyną AHM.
Konferencja Naukowo-Techniczna „Problemy Modernizacji i Naprawy Podtorza
Kolejowego”, Wrocław-Żmigród 2000.
[4] Obuchowicz Bruno, Bęczkowski Henryk, Brodacki Krzysztof, Strzeboński Mieczysław –
– Modernizacja podtorza przy pomocy maszyny AHM-800R. X Konferencja Naukowo-Techniczna „Drogi Kolejowe ’99”, Spała 1999.
[5] Towpik Kazimierz – Infrastruktura Transportu Kolejowego. Oficyna Wydawnicza
Politechniki Warszawskiej, Warszawa 2004.
[6] Regulamin pracy zespołu do napraw torowisk oraz poszczególnych jego maszyn i zaleceń
projektowania wzmocnień torowisk przewidywanych do wykonania maszyną AHM
800R-PL. Instytut Inżynierii Lądowej, Politechnika Wrocławska, Wrocław 2000.
[7] Rozporządzenie Ministra Transportu i Gospodarki Morskiej w sprawie warunków
technicznych, jakim powinny odpowiadać budowle kolejowe i ich usytuowanie. Dz.U. nr
151, poz. 987 z 1998.
[8] Id-3 (D-4) Warunki techniczne utrzymania podtorza kolejowego. PKP PLK S.A.,
Warszawa 2004.
[9] Krużyński Marek, Piotrowski Andrzej – Oznaczenie modułu odkształcenia podtorza na
szlaku kolejowym Legnica - Miłkowice w km 65.500 - 72.300. Raport SPR nr 59/97,
Instytut Inżynierii Lądowej Politechniki Wrocławskiej, Wrocław, październik 1997.
[10] Krużyński Marek, Kopiński Marek, Piotrowski Andrzej, Makuch Jacek, Mazurkiewicz
Radosław – Dokumentacja geologiczno - inżynierska stanu podtorza i podłoża dla
modernizowanej linii kolejowej E-30 odcinek: Legnica - Zgorzelec, szlak: Legnica - Miłkowice. Oznaczenie modułu odkształcenia (obciążenie płytą VSS). Raport SPR nr
118/00, Instytut Inżynierii Lądowej Politechniki Wrocławskiej, Wrocław, październik
2000.
[11] Krużyński Marek, Piotrowski Andrzej, Trupkiewicz Ryszard, Mazurkiewicz Radosław –
– Badania w zakresie modernizacji linii E-30 na odcinku Węgliniec – Legnica, odcinek
Legnica – Miłkowice. Raport SPR nr 91/05, Instytut Inżynierii Lądowej Politechniki
Wrocławskiej, Wrocław, listopad 2005.
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