From horse-drawn railway to high-speed transportation system

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1 From horse-drawn railway to high-speed transportation system Od koněspřežné železnice k vysokorychlostním dopravním systém April 17 19, 2007 Prague, Czech Republic MODERNIZATION OF THE SUBGRADE OF E30 RAILWAY LINE Marek Krużyński 1 Radosław Mazurkiewicz 2 Andrzej Piotrowski 3 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, Wrocław, Polska, tel , marek.kruzynski@pwr.wroc.pl 2 dr inż., Instytut Inżynierii Lądowej, Politechnika Wrocławska, radoslaw.mazurkiewicz@pwr.wroc.pl 3 dr inż., Instytut Inżynierii Lądowej, Politechnika Wrocławska, andrzej.piotrowski@pwr.wroc.pl 133

2 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 E 0 [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%. Velocity Density of traffic v max [km/h] T [Tg/year] Newly built lines Lines modernized and repaired T T<25 3 T<10 T<3 T T<25 3 T<10 T<3 120<v max <v max <v max v max 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 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: 134

3 - 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 cm, 3 geotextile, 4 subsoil, 5 geogrid, 6 strengthening layer cm, 7 plate of hard foam XPS. 135

4 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 before modernization E 2 [MPa] Modulus of subgrade deformation after modernization E 2 [MPa] Modernization made with general-building road machines, track Legnica-Miłkowice Modernization made with AHM-800R machine, track Brzeg-Lipki 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. 136

5 5. Literature [1] Bałuch Maria Podstawy dróg kolejowych. Politechnika Radomska, Radom [2] Krużyński Marek, Piotrowski Andrzej Badania nośności warstw ochronnych zabudowanych maszyną AHM 800R. XI Konferencja Naukowo-Techniczna Drogi Kolejowe 01, Wrocław-Żmigród [3] Obuchowicz Bruno Pierwsze obserwacje wzmacniania podtorza maszyną AHM. Konferencja Naukowo-Techniczna Problemy Modernizacji i Naprawy Podtorza Kolejowego, Wrocław-Żmigród [4] Obuchowicz Bruno, Bęczkowski Henryk, Brodacki Krzysztof, Strzeboński Mieczysław Modernizacja podtorza przy pomocy maszyny AHM-800R. X Konferencja Naukowo- -Techniczna Drogi Kolejowe 99, Spała [5] Towpik Kazimierz Infrastruktura Transportu Kolejowego. Oficyna Wydawnicza Politechniki Warszawskiej, Warszawa [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 [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 [8] Id-3 (D-4) Warunki techniczne utrzymania podtorza kolejowego. PKP PLK S.A., Warszawa [9] Krużyński Marek, Piotrowski Andrzej Oznaczenie modułu odkształcenia podtorza na szlaku kolejowym Legnica - Miłkowice w km Raport SPR nr 59/97, Instytut Inżynierii Lądowej Politechniki Wrocławskiej, Wrocław, październik [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 [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