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Наука та прогрес транспорту. Вкник Дншропетровського нацюнального ушверситету залiзничного транспорту, 2016, № 4 (64)
UDC 625.141.54:625.172
M. P. NASTECHIK1, R. V. MARCUL2*
'Dep. «Track and Track Facilities», Dnepropetrovsk National University of Railway Transport named after
Academician V. Lazaryan, Lazaryan St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 31, е-mail nastechik_mp@mail.ru,
ORCID 0000-0002-4178-6092
2*Dep. «Track and Track Facilities», Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan, Lazaryan St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 31, е-mail guaranga_mr@mail.ru, ORCID 0000-0002-7630-8963
PROSPECTS FOR LAYING THE FASTENING OF THE TYPE CK^65 - E IN THE CURVESD TRACK SECTIONS WITH SMALL RADIUS
Purpose. To date, there is a tendency concerning complete transition of main tracks to concrete sleepers. The reason for this is the lack of wooden sleepers, their high cost and low lifetime that in the curved track sections with the radius R<300 m is only 5-7 years (this is 5 times less than the lifetime of concrete sleepers). After introduction of fastening type CK3,65-B it is possible to smoothly expand the track from 0 mm to 14 mm, and to narrow from 0 mm to 28 mm with a step 1 mm. At the increased train load on the track of 75.. .130 kN in a horizontal plane, which is characteristic for the curved track sections R<300 m the violations in terms of track geometry often take place. It results in the frequent surfacings, periodicity of which at the fastening type CK365-B is absent for today. Therefore the purpose of the article is the development of recommendations concerning maintenance of the track in a plan with the fastening type CK3,65-B. Methodology. The methodology of research is based on the comparative estimation of influence of the track width change dynamics on the periodicity of surfacing in the plan in the case of the use of fastening type ,3,0 and CK3,65-B. Findings. With the help of the developed research methodology it was established that the first implementation of adjusting the track width at fastening type ,0 is necessary to be executed on the 14th month and at the fastening type CK,65-B on the 28th month of operation. Originality. It was first described and expressed using the empiric dependence the process of the track width change, and periodicity of its adjusting in the case of the fastening type CK,65-B use. Practical value. The developed recommendations will allow in time to execute adjusting of the track width at fastening type CK,65-B and ensuring the safety of train motion at the same time.
Keywords: fastening type CK,65-B; track width; adjusting of track width; maintenance of track in plan
Introduction
Increase in the train speeds, axial loading at the Ukrainian railways requires increase in the strength and stability of the railway track. Today, in the vast majority of cases in small radius curves, especially in the areas of Lviv railway it is operated the track with wooden sleepers and fastening type flO.
In the initial stages of operation the track on wooden sleepers has little stiffness that provides three-dimensional elasticity of the track superstructure (hereinafter TS) elements at the simultaneous perception of both vertical and horizontal dynamic forces from the rolling stock. During the maintenance work wooden sleeper, unlike the concrete sleepers, undergoes rapid replacement with the new one without significant labor costs.
Despite the advantages, wooden sleepers have several disadvantages that make economically unprofitable their use. The reason for this is the lack of wooden sleepers, their high cost and low life-
time that in the curved track sections with the radius R<300 m is only 5-7 years. This is 5 times less than the lifetime of concrete sleepers [10].
During operation of the railway track in the curved sections of small radius with wooden sleepers and fastening type ,0 the rail thread thrust occurs. It leads to the deviations from the tolerances of rail track width [6, 12]. When the track width exceeds the tolerances it is necessary to carry out regaging, which largely affects the life of wooden sleepers.
Production of sleepers of softwood species also results in the fact that in the short term the metal baseplate, which is the element of the fastening type ,3,0, cuts into the wood fibers [3-6, 10, 12-15]. During production of wooden sleepers their manufacturing technology based on insufficient seepage is violated. This leads to sleeper rotting and reduction in its operating lifetime in the track [12].
To date, according to the order of Ukrzaliznyt-sia it was decided to fully transit the main tracks to the concrete sleepers.
Наука та прогрес транспорту. Вкник Дншропетровського нацюнального ушверситету залiзничного транспорту, 2016, № 4 (64)
To date, according to the order of Ukrzaliznyt-sia there is a tendency to transition to the concrete sleepers in curves of small radius, in connection with the increased speed of trains, axial loads and freight traffic on the railway. At the same time the increase in strength and stability of railway track is required.
With the fastening type CKfl65-B (Fig. 1) [1, 7], there is a possibility to use the concrete sleepers in curved track sections of small radius without construction modification of the sleeper type of m1-1. The use of concrete sleepers and fastening type CKfl65-B makes it possible to avoid many of the problems arising in the railway track on wooden sleepers with the fastening type flO.
Fig. 1. The CKfl65-B type of fastening:
1 - adjusting card, 2 mm width (two items);
2 - adjusting card, 3 mm width (one item);
3 - plate 2KB.65; 4 - terminal nK.; 5 - terminal bolt;
6 - insert bolt; 7 - screw nut; 8 - double coil washer;
9 - plate nPB-4; 10 - plain washer mn-1.1;
11 - insulating sleeve
At the fastening type CKfl65-B it is allowed to build into the curves of radius between 450 m to 200 m concrete sleepers with distribution diagram of sleeper laying 1.840 units/km. At this the fastening CKfl65-B ensures a smooth transition of width in the transition curves for expansion from 0 mm to 14 mm and narrowing from 0 mm to 28 mm. In a circular curve using the fastening type CKfl65-B one can set the pattern 1534 mm using the concrete sleepers of type m1-1 according to the works [1, 7, 16].
At the increased train load on the track of 75.. .130 kN in a horizontal plane, which is characteristic for the curved track sections R<300 m the violations in terms of track geometry often take place [9]. It results in the frequent surfacings, the
periodicity of which at the fastening type CKfl65-B is absent for today. Therefore the purpose of the article is the development of recommendations concerning maintenance of the track in a plan with the fastening type CKfl65-B.
Purpose
Therefore the purpose of the article is the development of methods and recommendations concerning maintenance of the track in a plan with the fastening type CKfl65-B.
Methodology
The methodology of research is based on the comparative estimation of influence of the track width change dynamics on the periodicity of surfacing in the plan and adjusting of its width at the fastening type flO and CKfl65-B.
In 2015, on one of the Ukrainian railways two curved track sections with the radius of 350 m were chosen. At the one track section was laid the track panel (further TP) with wooden sleepers and fastening flO, and the second TP with the concrete sleepers and fastening CKfl65-B. The width measurements were executed after laying of two TP for five months, every 10 meters along the length of the curve.
When performing the measurements on each of the sections there were studied various additional factors, the probability of which can affect the process of changing the width of the rail track.
At TP with wooden sleepers it was observed the influence of such factors as side wear of the outer railway line, sloping caused by indentation of metal baseplate into the wooden sleeper. At TP with concrete sleepers it was mainly observed the change of track width due to the side wear of the outer railway line.
Using the obtained statistics there were determined the average values of track width change at the type fastening flO and CKfl65-B in the curve with radius of 350 m over five months, which are presented in the Table 1.
Mean values of the track width change at the two track sections with the fastening type flO and CKfl65-B during five months of operation are shown in the Fig. 2-3.
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Table 1
Mean values of track width for each month
Fastening type in the curve Mean value of the track width, mm
November December January February March
1 2 3 4 5 6
ДО 1 529.35 1 529.76 1 530.35 1 531.06 1 531.71
СКД65-Б 1 531 1 531.24 1 531.47 1 531.71 1 531.94
Fig. 3. Change of track width at fastening of type CK,65-B for five months
Observation results of the track width change at the track sections with the fastening type ,0 and CKfl65-B, depending on the time parameter, presented as coordinate pair «x» and «y» were approximated [8] (Fig. 4-5).
According to the approximation results in the Fig. 4-5 one can clearly see that the change of the track width with the fastening type ,0 and CKfl65-B is linear, which can be described by the function:
y = ax + b
(1)
Fig. 2. Change of track width at fastening of type ,0 for five months
According to the two-factor dispersion analysis [8] taking into account the above mentioned impacts, it was established the criterion of influence «F» on the track width change:
- for track panel with wooden sleepers and fastening of type ,0- F = 0.6824;
- for track panel with concrete sleepers and fastening of type CK,65-B - F=0.3311.
where a, b - are the constant parameters.
Function parameters (1) using the method of least squares [8] can be described by the following set of equations:
a Z x2 +b Z x=2 xy,
2=1 i=1 i=1
n
n
a Z x +nb=Z y 2
i=1 i=1
(2)
where x , y. - are the measured coordinates of the
i ' y i
i -th point; n - is the number of points with measured coordinates.
Fig. 4. Change of track width at fastening of type ДО
Наука та прогрес транспорту. Вкник Дншропетровського нацюнального ушверситету залiзничного транспорту, 2016, № 4 (64)
• • • • • • * • • • • • • • • • • ■ •
• у = 0,2353x + 1530,8 -и
•
• • • » •
• • • • • • • • • • • •
November December January February Ma it"Ii Mouths
Fig. 5. Change of track width at fastening of type CKfl65-B
Recommendations concerning the frequency of track width adjustment. On the basis of the work [11] the state of track upon the condition of its expansion according to the tape of track measurement car is evaluated in points. According to our case for the studied track sections with radius R = 350 m, the track state according to the width based on evaluation scores will be fined:
- with TP on wooden sleepers with fastening type flO at the V-th degree;
- with TP on concrete sleepers with fastening type CKfl65-B at the V-th degree(according to [11]).
According to the obtained function (1) it was determined the time, when the track regaging (with the fastening type flO) and track width adjusting (with the fastening type CKfl65-B) should be carried out. For clarity the frequency diagram of track width adjustment in the curve radius of 350 m with two types of fastening was constructed (Fig. 6).
t ♦ ♦ t t
i—H—i—t-i—i—i—i—i—t—i—i—i—i
12 li 16 | 18 20 22 24 26 28 30 32 34 I 36
Hi Months
<J Fastening type JO f Fastening type CKJ65-E
Fig. 6. Frequency of adjusting the track width of in the curve of R=350 m at fastenings of type flO and CKfl65-B
This diagram shows that after the first track width adjustment at the section with fastening type flO, the next adjustment is carried out every three months and at the curve with fastening type CKfl65-B every 7 months.
According to the papers [7, 8] at the TP with wooden sleepers the spike fastening holes already broken after the third regaging this almost eliminates a tight pressing of rail to the rail seat using the spikes.
The proposed methodology of periodicity of the track width adjusting upon the condition of its widening at the fastening type flO and CKfl65-B was based not on the complete elimination of widening but on the bringing to the appropriate state of retreat from the existing state, where the evaluation in points, at which the section will be fined that was the part of the range «good».
Based on the above mentioned data, and methodology track maintenance upon the condition of its widening, it is proposed to adjust the width of the track when using the intermediate rail fastening of type flO and CKfl65-B under the schemes presented in the Figures 7-8.
a)
STCi STCI
S= 154J.it«
0 Jf S-if г \
ETCi ЕТСз
b) 4 I 7 10 9 + > i
13 6 ^K i^STCi S=1543.KW STC:*-. 7 "si 6 N. 4
1 / ETCi \ 1 ETCi
Fig. 7. Adjusting of track width in the studied curve with fastening of type flO
a) STCi STCi
S=1543 мм Nyi
ETCi ETCi
b) 5 J ^ 4 \ 3 1___-I- i^STCi г i -J + 0 S=1543 мм * « —Л в STCi^? i 1
Л/ ETCi \ 1 ЕТСз
Fig. 8. Adjusting of track width in the studied curve with fastening of type CKfl65-B
Наука та прогрес транспорту. Вкник Дншропетровського нацюнального ушверситету залiзничного транспорту, 2016, № 4 (64)
The Figures 7a and 8a show the existing condition dashed line of the track width in curves with the dashed line, and the project condition with the solid line. The numbers show by how many millimeters the existing track width is greater (+) or less (-) than the project one. The arrows up or down in the Figures 7b and 8b show how it is necessary to expand or narrow the track (in mm) during operation of the railway track with the fastening type ,0 and CK,65-B.
Technical and economic efficiency of the proposed recommendations. A separate challenge was to determine the technical and economic efficiency from laying the railway track construction with concrete sleepers in curves of small radius with fastening type CKfl65-B, as compared to the railway track with wooden sleepers and fastening of type ,0.
During the studies it was used a methodology, which allows to analyze the cost-effectiveness of TS variant throughout the repair interval of operation [2]. This methodology is based on the analysis of total reduced costs:
П = К +Z E-n +Z C n
(3)
ni =
(1 + EHn )'
(4)
- is the straight (fastening type KB) and curved track sections (fastening type ,0) - is the jointed track (Fig. 9b).
where K, - are the capital investments for laying of i-th variant of track design, UAH/km (the cost for capital repairs of the track); Eti - is the annual operating costs of the i-th variant, UAH/km per year; C, - is the simultaneous costs (for complex and recreational medium and other repairs) on the i-th in each year t,, UAH/km; t, - is the year, in which the costs are determined; tKp - is the lifetime of the most long-term variant of the track construction; nt - is the cost reduction coefficient of (discount coefficient).
The cost reduction coefficient is determined by the following formula:
1
Fig. 9 Possible variants of track construction replacement:
a - variant 1; b - variant 2
Labor costs are determined by the expression: àConi = PIV-(zN • tHi) (5)
where PIV - is the hourly tariff rate corresponding to the fourth category; z N - is the total number of elements that are changed at different current repairs and maintenance; tH - is the time required
for replacement of the i-th element og TS.
The cost of materials is determined by the expression:
AC.
= Z N -Cj
(6)
The calculation methodology was based on the calculation of one kilometer of track consisting of curves and straight sections. During calculations the most optimal variants of the track construction from the following ones were accepted (Fig. 9):
- is the straight (fastening type KB) and curved track sections (fastening type CK,65-B) - is the jointed track (Fig. 9a);
where Ci is and cost of the i-th element of the TS.
Chart of the total reduced costs that makes it possible to determine the payback period of laying the track construction with the fastening type CKfl65-B as compared to the construction of the track with the fastening type ,0 is shown in the Fig. 10.
From the graph of total reduced costs (Fig. 10) it was established that the savings for 1 km railway track when laying the concrete sleepers in the curve of radius 350 m with the fastening type CKfl65-B is 31.5%. This is mainly due to the reduction of the time required to perform the works at the current maintenance and material savings of TS.
At the current maintenance of one kilometer of railway track with intermediate rail fastening of the type CKfl65-B the annual saving is 72.6% of the costs for existing regulations of maintenance (wooden sleepers, fastening type ,0), which is shown in the Fig. 11.
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Fig. 10 Chart of the total reduced maintenance costs of railway track with fastening of type ,3,0 and CK,65-E
Fig. 11 The economic effect of the current maintenance of 1 km of railway track
When laying the concrete sleepers in curves with radius less than 350 m with the fastening of the type CKfl65-E according to the above mentioned studies it is reduced the number regagings and adjustings of the rail track width.
Thus, the number of regagings for the entire turnaround time (27 years, 800 mln. tons gross) is approximately:
- with wooden sleepers and fastening type flO is100 times;
- with concrete sleepers and fastening of type CKfl65-E is 41 times.
Findings
Using the above mentioned studies it was found that the frequency of rail track width adjustment in the curve with radius of 350 m at the intermediate rail fastening CKfl65-E is twofold reduced as opposed to the fastening type flO. The railway track width adjustment with the fastening type flO is required on the 14th month and with the fastening of CKfl65-E type on the 28th month of the railway track operation.
Originality and practical value
For the first time it was comprehensively studied, described and expressed by the empirical dependence the process of changing the track width and the frequency of its adjustment in the case of fastening type CKfl65-E.
Presented preliminary studies and recommendations make it possible to perform rail track width adjustment with the fastening of type CKfl65-E in time. This will partly prevent and eliminate further development defects of the rail track in plan occurring during its operation with simultaneous ensuring the safety of train motion.
Conclusions
The work represents the studies, which are based on comparative assessment of the influence of the track width change on the periodicity of correction and adjusting its width at the fastening of type flO, and CKfl65-E. It was chosen two curved sections of track with curve radius of 350 m. On the one section was laid the TP on wooden sleepers with the fastening type flO, on the second section was the TP on concrete sleepers with the fastening type CKfl65-E.
The track width change at the above mentioned railway sections was investigated within five months of operation. Using the above mentioned data of the field tests it was for the first time established the frequency of rail track width adjustment with the fastening of CKfl65-E type during operation.
The first adjustment of track width in the curve radius of 350 m with the fastening of type CKfl65-E should be performed at the 28th month of opera-
tion (then every 7 months), and with the fastening of type ДО on wooden sleepers on the 14th month (then every 3 months).
Using the technical and economic calculations it was established that, unlike the track structures on wooden sleepers with the fastening type ДО, in case of laying the concrete sleepers with the fastening type СКД65-Б the economy for 1 km of railway track for the entire repair interval is 31.5%. At the current maintenance for 1 km of railway track the annual economy is 72.6%.
It was established possible number of the track for width adjustment for the entire turnaround time (800 mln. tn. gross) with concrete sleepers and the fastening type СКД65-Б decreased in 59 times.
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М. П. НАСТЕЧИК1, Р. В. МАРКУЛЬ2*
'Каф. «Колiя та колшне господарство», Дтпропетровський нацiональний утверситет залiзничного транспорту iменi академiка В. Лазаряна, вул. Лазаряна, 2, Дшпро, Украша, 49010, тел. +38 (056) 373 15 31, ел. пошта nastechik_mp@mail.ru, ОЯСГО 0000-0002-4178-6092
2*Каф. «Колш та колiйне господарство», Днiпропетровський нацюнальний унiверситет залiзничного транспорту iменi академжа В. Лазаряна, вул. Лазаряна, 2, Дншро, Украша, 49010, тел. +38 (056) 373 15 31, ел. пошта guaranga_mr@mail.ru, ОЯСГО 0000-0002-7630-8963
ПЕРСПЕКТИВИ УКЛАДАННЯ СКР1ПЛЕННЯ ТИПУ СКД 65-Б В КРИВИХ Д1ЛЯНКАХ КОЛП МАЛОГО РАД1УСА
Мета. На сьогоднiшнiй день юнуе тенденцiя щодо повного переходу головних колш на залiзобетоннi шпали. Причиною цього е дефiцит дерев'яних шпал, гх висока вартiсть та низький термiн служби, що в кри-вих дiлянках колií радiусом Я<300 м складае всього 5-7 рошв (це у 5 разiв менше строку служби залiзобе-тонних шпал). 1з впровадженням скрiплення типу СКД65-Б з'явилась можливють плавно розширювати ко-лiю вiд 0 мм до 14 мм та звузити - вщ 0 мм до 28 мм iз кроком 1 мм. При збшьшеному поГзному наванта-женнi на колiю 75 _ 130 кН в горизонтальнiй площиш, що характерно для кривих дмнок колií' Я<300 м, часто вщбуваються порушення геометрií колií у плаш. Це призводить до частих виправок, перiодичнiсть проведення яких при скршленш типу СКД65-Б на сьогоднiшнiй день вщсутня. Тому метою статтi е розробка рекомендацш щодо утримання рейковоГ колií у планi зi скршленням типу СКД65-Б. Методика. В основi методики проведення дослвджень лежить порiвняльна оцiнка впливу динамiки змiни ширини рейковоí колií на перiодичнiсть виконання виправки и в планi у випадку використання скрiплення типу ДО та СКД65-Б. Результата. За допомогою розробленоí методики дослщжень було встановлено, що перше регулювання ширини рейковоí коли при скрiпленнi типу ДО необхщно виконувати уже на 14-ий мiсяць, а при скрiпленнi типу СКД65-Б - на 28-ий мiсяць експлуатаци. Наукова новизна. Вперше було описано та виражено емш-ричною залежнiстю процес змiни ширини рейковоí колií та перiодичнiсть виконання и регулювання у випадку використання скршлення типу СКД65-Б. Практична значимкть. Розробленi авторами рекомендаци дозволять вчасно виконувати регулювання ширини рейковоí коли при скршленш типу СКД65-Б i одночасно забезпечують безпеку руху по1здв.
Ключовi слова: скрiплення типу СКД65-Б; ширина коли; регулювання ширини коли, утримання коли у плаш
Н. П. НАСТЕЧИК1, Р. В. МАРКУЛЬ2*
*Каф. «Путь и путевое хозяйство», Днепропетровский национальный университет железнодорожного транспорта имени академика В. Лазаряна, ул. Лазаряна, 2, Днипро, Украина, 49010, тел. +38 (056) 373 15 31, эл. почта nastechik_mp@mail.ru, ОЯСГО 0000-0002-4178-6092
2*Каф. «Путь и путевое хозяйство», Днепропетровский национальный университет железнодорожного транспорта имени академика В. Лазаряна, ул. Лазаряна, 2, Днипро, Украина, 49010, тел. +38 (056) 373 15 31, эл. почта guaranga_mr@mail.ru, ОЯСГО 0000-0002-7630-8963
ПЕРСПЕКТИВЫ УКЛАДКИ СКРЕПЛЕНИЯ ТИПА СКД 65-Б В КРИВЫХ УЧАСТКАХ ПУТИ МАЛОГО РАДИУСА
Цель. На сегодняшний день существует тенденция полного перехода главных путей на железобетонные шпалы. Причиной этого является дефицит деревянных шпал, их высокая стоимость и низкий срок службы, который в кривых участках пути радиусом Я<300 м составляет всего 5-7 лет (что в 5 раз меньше срока службы железобетонных шпал). С внедрением скрепления типа СКД65-Б появилась возможность плавно расширять колею от 0 мм до 14 мм и сузить - от 0 мм до 28 мм с шагом 1 мм. При увеличенной поездной нагрузки на путь 75.. .130 кН в горизонтальной плоскости, что характерно для кривых участков пути Я<300 м, часто происходят нарушения геометрии пути в плане. Это приводит к частым выправкам, периодичность проведения которых при скреплении типа СКД65-Б на сегодняшний день отсутствует. Поэтому целью статьи является разработка рекомендаций по содержанию рельсовой колеи в плане со связыванием типа СКД65-Б. Методика. В основе методики проведения исследований лежит сравнительная оценка влияния
Наука та прогрес транспорту. Вкник Дншропетровського нацюнального ушверситету залiзничного транспорту, 2016, № 4 (64)
динамики изменения ширины рельсовой колеи на периодичность выполнения выправки ее в плане в случае использования скрепления типа ДО и СКД65-Б. Результаты. С помощью разработанной методики исследований было установлено, что первое регулирование ширины рельсовой колеи при скреплении типа ДО необходимо выполнять уже на 14-ый месяц, а при скреплении типа СКД65-Б - на двадцать восьмой месяц эксплуатации. Научная новизна. Впервые было описано и выражено эмпирической зависимостью процесс изменения ширины рельсовой колеи и периодичность выполнения ее регулирования в случае использования скрепления типа СКД65-Б. Практическая значимость. Разработанные авторами рекомендации позволят своевременно выполнять регулировку ширины рельсовой колеи при скреплении типа СКД65-Б и одновременно обеспечивают безопасность движения поездов.
Ключевые слова: скрепление типа СКД65-Б; ширина колеи; регулирование ширины колеи; содержание пути в плане
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Prof. V. D. Petrenko, Sc. Tech. (Ukraine); Head of Dnipropetrovsk track distance (FC-9): Regional
branch of «Prydniprovsk Railways» O. O. Saldyha (Ukraine) recommended this article to be published
Accessed: Feb. 05, 2016
Received: June 02, 2016
