HIGH SPEED HEAVY HAUL TRANSIT - Pandrol · noise and vibration reduction; and rail electrification. Founded in 1937, PANDROL is the global leader ... Introduction PANDROL has supplied

LEADING THE WAY

HIGH SPEEDHEAVY HAUL

TRANSIT

EXPERIENCED

SUSTAINABLE

CUSTOM SOLUTIONS, LOCAL SERVICE

From arid desert to sub-zero coast, PANDROL has a highly evolved solution for every environment. Our thousand-strong team covers the globe.

LEADERSHIP IN PRODUCT DEVELOPMENT

PANDROL customers benefit from technology leading products, rigorous testing and the best on-site support through our global R&D facilities.

QUALITY PROVEN ALL OVER THE WORLD

More than 2 billion PANDROL products are in service today. Our unrivalled expertise and approach to quality, compliance, engineering and design mean they perform longer and need fewer replacements.

GREENER, LEANER AND COMMUNITY-MINDED

PANDROL sets ambitious environment and efficiency targets… and meets them. We’re reducing waste and improving the communities we work in.

RESPONSIVE

RELIABLE

INNOVATIVE

NOBODY KNOWS TRACK BETTER THAN WE DO

We’ve been serving the world’s rail track systems for over 75 years. PANDROL solutions are at the heart of more than 400 railways, in over 100 countries.

THE FIVE PILLARS OF OUR SUCCESS

2

EXPERIENCED

RESPONSIVE

LEADING THE WAY IN TRACK SYSTEM SOLUTIONS SINCE 1937

We aim to deliver the world’s best system track solutions. The PANDROL global family of companies applies innovative R&D to its areas of expertise in rail fastening products and installation; track engineering, maintenance and analysis; noise and vibration reduction; and rail electrification. Founded in 1937, PANDROL is the global leader in rail fastenings with more than 2 billion products in service in over 100 countries.

THE FOUNDATIONS OF SPEED

Introduction

PANDROL has supplied fastenings for High Speed tracks around the world.

PANDROL e-CLIPS and PANDROL FASTCLIPS are installed on

Korea’s High Speed railway, known as KTX. The e-CLIPS were fi rst

installed on the 57 km test section that opened in 2000,

and PANDROL FASTCLIPS were then chosen for the rest of the line.

KTX has been in service since 2004, with an additional 120 km of

High Speed line built in 2010.

Construction of the second route began in 2007 using Rheda2000

slab track with Pandrol SFC baseplates.

PANDROL e-CLIPS are used on the 300 km/h line from Brussels to

the French border. Tests on this 80 km route have reached 355

km/h, and regular 300 km/h services have operated since 1996.

Some sections of the lines from Brussels to Ostend and Antwerp

are being upgraded with line speed raised from 160 km/h to 200

km/h, and here too concrete sleepers have been used with

PANDROL e-CLIPS. Maximum axle load is 17 tonnes at 300 km/h

and 22·5 tonnes at 160 km/h.

The 189.9 km Passenger Dedicated Line from Shijiazhuang to

Taiyuan was designed for an ultimate operating speed of

250-300 km/h. Unusually for a PDL, some freight also runs on the

line, which can therefore accept a 25 tonne axle load. The route

has 76 km of plain line, 39 km on bridges, and 75 km in tunnel.

The ballasted track is equipped throughout with PANDROL

FASTCLIPS. The PANDROL Off set SINGLE FASTCLIP (SFC) baseplate

system is used in all the tunnels. These baseplates can be adjusted

laterally by up to ±12 mm, and vertically by +30/-2 mm, which

makes it ideal for slab track where speed and ease of installation

and alignment, both during construction and subsequent

maintenance, is critical. Another PDL links Hefei and Wuhan

(356 km). The four main tunnels totalling 37 km have PANDROL

In-line SFC fastenings chosen for their ability to provide lateral

(up to ±12 mm) and vertical (+30/-0 mm) adjustment and for

compatibility with the track form. As with the Shijiazhuang –

Taiyuan PDL, the design line speed is 300 km/h, with a maximum

axle load of 25 tonnes.

LGV Est Européenne, a 300 km route linking Paris with eastern

France, is equipped throughout with PANDROL FASTCLIP fastenings

on concrete sleepers. It was on this line that the V150 trainset

smashed the world speed record for a train on conventional rails,

reaching 574·8 km/h in April 2007.

The regular maximum speed on this line is 320 km/h. FASTCLIP has

been also installed on Rhin – Rhône LGV and more recently on the

Bretagne Pays de la Loire LGV, which is to be put in commercial

service in mid-2017.

An installation of e-CLIPS has been in place in the Haruna tunnel on

the Joetsu Shinkansen since 1993. All of the ballasted track, and

about 10 km of non-ballasted track on the Nagano Shinkansen, is

fi tted with PANDROL e-CLIPS. The extension of the Tohoku

Shinkansen, north of Morioka, features FASTCLIPS on ballasted track

and e-CLIPS or FASTCLIPS on 10 km of the slab track.

SOUTH KOREA

BELGIUM

CHINA

FRANCE

JAPAN

4

Contents

THE FIVE PILLARS OF OUR SUCCESS 1

THE FOUNDATIONS OF SPEED 3

FASTCLIP FC 5

FASTCLIP FE 6

CASE STUDY: Construction Of The New Lgv-Est High Speed Connecting Central Europe 7

NABLA EVOLUTION 9

SD SYSTEM 10

CASE STUDY: Through China’s Mountains 11

eCLIP 13

Re SYSTEM 14

VIPA DFC 15

FASTCLIP SFC 16

FASTCLIP FCA 17

PCT UNDER SLEEPER PADS 18

THE PANDROL FAMILY 19

HIGH SPEED REFERENCE LIST 22

PANDROL FASTCLIP FC is a threadless fastening with low maintenance and pre-assembly of the fastening which remains captive on the sleeper.

Our FASTCLIP system has been successfully used in a number of countries operating High Speed railways including France, China, Korea and Japan where operating speeds exceed 250 km/h and operations up to 330 km/h.

FASTCLIP FC

Installation

Installing rail fastenings by mechanised equipment

reduces the installed cost of the rail fastenings and can

provide further savings during the life of the fastening.

The PANDROL FASTCLIP system minimises maintenance

costs proven components and materials working

together as a system.

KOREA

Pre-assembly and captive on sleeper

Rapid installation capability (up to 70 sleepers per minute)

Threadless, self-tensioned fastening

Global High Speed references

Product specifi cations

TYPICAL PERFORMANCE

FC 1500 FC 1600

Clamping ForceEN 13146-7:2012 > 16 kN > 20 kN

Creep ResistanceEN 13146-1:2012 > 9 kN > 9 kN

Electrical ResistanceEN 13146-5:2012 > 5 kΩ > 5 kΩ

TYPE OF SYSTEM

Indirect Direct

FASTCLIP FC Operating Conditions Rail Pad Resilience

CEN CAT

Typical OperationTypical Rad

(m)Min Rad

(m)Typical Axle

(kN)Max Axle

(kN)Max Speed

(km/h)Very Stiff Stiff Med Soft Very Soft

DML Large Curved(inc. High Speed)

800 400 180 260 350

Recommendations for ballasted track

Data in this document indicates typical performance. Precise performance depends on exact operating conditions. Please consult PANDROL to discuss tailored solutions.

6

The PANDROL FASTCLIP FE is a threadless fastening system that arrives to track pre-assembled. As a threadless system FASTCLIP is ideally suited to an environment where time for maintenance is limited and where the integrity of the fastening system is crucial for safety.

Having evolved from the well proven FASTCLIP FC series PANDROL FASTCLIP FE has been designed to work with low stiff ness rail pads.

FASTCLIP FE


Threadless, self-tensioning fastening

Correct tensioning is automatically achieved when the clip is driven into the working position

Switch-on switch-off fastening system

Optimised for high output track relaying/mechanisation

TYPICAL PERFORMANCE

FE 1400 FE 1500


Creep ResistanceEN 13146-1:2012 > 9 kN > 9 kN

Electrical ResistanceEN 13146-5:2012 > 5 kΩ > 5 kΩ

TYPE OF SYSTEM

Indirect Direct

Installation

The PANDROL FASTCLIP system was developed for

mechanised installation. Clip application units can

either be incorporated directly into the frame of a track

laying train (no manpower required), or run as free

standing units. The unique shape of the FASTCLIP

installed perpendicular to the rail provides the

opportunity for High Speed remote track inspection,

and the threadless design of the fastening, minimises

the requirements for maintenance.

FASTCLIP FE Operating Conditions Rail Pad Resilience

CEN CAT


(m)Min Rad

(m)Typical Axle

(kN)Max Axle

(kN)Max Speed



800 400 180 260 350


SNCF began developing the French network of High Speed railways

in the early 1980’s radiating from Paris. The Sud-Est route to Lyon

opened in 1982, followed by the Atlantique Lines to West and

South- West France, the Nord-Europe line running to Lille, Belgium

and the Channel Tunnel, and extensions taking Sud-Est trains all the

way to Marseille. Rèseau Ferrè de France (RFF) is now the owner of all

the national railway network. This new state company is in charge of

the construction of the HSR to the East, well known as LGV-Est.

LGV-EST HIGH SPEED CONNECTING CENTRAL EUROPE

TGV is not only about fast trains, speeds can only be safely

achieved when running on specially designed tracks. Existing

tracks must be replaced with new tracks known as LGV (Ligne à

Grande Vitesse). Although the design of the TGV train does allow

it to run on existing tracks, it cannot achieve its full speed.

Whilst not all main-line tracks have been re-laid, some have been

upgraded to enable higher speeds (up to 220 km/h), without the

cost of totally relaying the track.

The LGV-Est (Ligne à Grande Vitesse) has been under discussion

since the mid-1980’s with regards to the best route and fi nancial

viability of construction, given that the line was unlikely to carry

as much traffi c as other lines under consideration at the time.

Finally in 1999 the French Infrastructure owner, RFF, received

permission to construct a 300 km line running from Vaires, on

the Eastern suburbs of Paris, to Baudrecourt near Metz and

Nancy. Phase 1 of the new LGV Construction is being fi nanced

by the local government authorities and regions, with

contributions from the French State, EU, Luxembourg, RFF

and SNCF.

As far as journey time is concerned, with the fi rst

phase of the project up to Baudrecourt spectacular reductions

are possible by June 2007: Paris to Reims from 1h 33mins to

45mins, Paris to Luxembourg from 3h 37mins to 2h 15mins,

Paris to Strasbourg from 3h 52mins to 2h 20mins, Paris to

Frankfurt am Main from 6h 19mins to 3h 45mins, Paris

to Stuttgart from around 6h to 3h 45mins and Paris to Zurich

from around 6h to 4h 30mins.

Case study

The route of the East LGV, with its layout, bends and geometry has

been designed by RFF to enable trains to reach a speed of

350 km/h. To run safely at this speed, the LGV Est is fi tted with the

very best electronic and telecom equipment. In addition to the

French traditional signalling system known as TVM 430, it has a

technological innovation known as the ERTMS (European Rail Traffi c

Management System), a string of letters used to show that Europe’s

rail network of the future is already under construction today.

MARSEILLE

88

At present, High Speed trains ‘feel’ the rail thanks to the train’s

wheels which ‘short out’ a low voltage current in the rail circuits. It is

this that tells the control room exactly where the train is on the

track. The data, which is essential for traffi c safety and fl ow, is

transmitted by cable. Once the control room receives the

information it is analysed and the controller sends the train back its

maximum operating speed.

This means that if a train stops between stations all the other trains

coming up behind it are informed. Thanks to ERTMS, which is being

developed throughout Europe, enabling trains run by any European

operator to travel on the LGV Est system. The aim is to make rail

networks in France and neighbouring countries compatible or

‘interoperable’.

The FASTCLIP fastening is slightly elastic, ensuring perfect contact

between rail and sleepers. Thanks to this product coupling torque

can be regularly inspected by video, cutting the costs of

maintenance in the long term without any risk whatsoever. For the

same reason the new link uses grease-free points and switches,

installed CCTV or intelligent sensors and carry out ad hoc testing of

track assemblies on single block sleepers or concrete platform.

Detecting the presence of trains

Under Sleeper Pads provide a simple way of modifying the

stiff ness of ballasted track with an attractive cost-benefi t ratio,

by adding an elastic layer to the underside of the sleeper.

The application of USPs can be divided in two broad areas: track

quality improvement and noise and vibration control, although

these are not mutually exclusive.

The combined technologies of the Pandrol rail fastening system

and Pandrol CDM Track products mean we are uniquely capable in

providing seamless integrated solutions for High Speed railways.

Temporary track is laid, which carries the wagons transporting

the rails for the permanent track - it is made up of recovered rails

and wooden sleepers.

Rails are delivered. These rails can be up to 400 metres long.

For each track the rail is fi rst unloaded, then the twin block

concrete sleepers, pre-assembled with PANDROL FASTCLIP

fasteners, insulators and rail pads, are put into position on the

bed. The rail is then threaded into the rail seat, and mechanically

fi xed in place by the elastic fasteners, the FASTCLIP that will be

used for the fi rst time on a French HSR.

5,000 tonnes of ballast is transported each day by rail and is

unloaded on each side of the rail. Coarser, harder and more solid

on an HSR than on traditional tracks, it will be changed every 25

years. Track laying is advancing at a rate of 600 metres of double

track each day (over 5,000 tonnes of ballast, 2,000 sleepers, 8,000

FASTCLIP fasteners, and 2,400 m of rails being the daily

requirements for this).

LYON Trackwork

On French High Speed lines and the CTRL, equipment for track

laying and catenery erection is mostly brought to worksites by rail.

On the LGV Est three bases were established. The fi rst at Vadenay/

Saint-Hilaire (Marne area) became operational in October 2004.

The Ocquerre base (Seine et Marne area) offi cially opened its gates

on 31st March 2005,and in May 2005 it was the turn of Pagny-sur-

Moselle (Meurthe et Moselle area). The LGV-Est is a double track line,

using twin-block concrete sleepers with PANDROL FASTCLIP

fasteners. The margin of precision when laying the tracks is 5 mm.

The traditional way for the tracklaying to progress is as follows:

NABLA EVOLUTIONThe Nabla Evolution Fastening System applies and improves on the principal characteristics of the NABLA system, which has been proven in installations for several decades.

It enables simple installation and maintenance maintaining the track gauge and signifi cantly increasing the life of the assembly components.

SINGAPORE

Tightening to refusal, for consistency of force on the rail foot

Lateral adjustment

Based on well proven NABLA technology for High Speed tracks


TYPICAL PERFORMANCE

Clamping Force> 16 kN

Creep ResistanceEN 13146-1:2012 > 9 kN

Electrical ResistanceEN 13146-5:2012 > 10 kΩ

TYPE OF SYSTEM

Indirect Direct

NABLA EVOLUTION Operating Conditions Rail Pad Resilience

CEN CAT


(m)Min Rad

(m)Typical Axle

(kN)Max Axle

(kN)Max Speed



800 400 180 260 350


FRANCE

Installation

The Nabla Evolution Fastening System has been

installed in France on Plan Rail Auvergne to refurbish

the track in the Massif Central with many tight

curves (200 m).


10

Optimised for use on concrete sleepers

Suitable for retrofi t of SKL sleepers

Arrives to track pre-assembled

Suitable for mechanised / automated installation

SD SYSTEMSD SYSTEMS have been developed by PANDROL to provide a threaded solution on conventional and High Speed tracks off ering very high technical performances.

SD means ‘Safely Driven’, referring to the controlled clip guidance from the parked to the in-service position. With compatibility for pre-assembly at the concrete sleeper manufacturing plant, SD SYSTEMS are also designed to off er high productivity with mechanised installation.

FRANCEProduct specifi cations

TYPICAL PERFORMANCE

Clamping Force > 16 kN

Creep Resistance > 9 kN


TYPE OF SYSTEM

Indirect Direct

Installation

SD SYSTEM is an improvement and evolved from the

current SKL type system. SD clips have been developed

for diffi cult installation confi gurations:

Direct installation on new concrete sleepers

Retrofi tting on existing SKL concrete sleepers

SD SYSTEM Operating Conditions Rail Pad Resilience

CEN CAT


(m)Min Rad

(m)Typical Axle

(kN)Max Axle

(kN)Max Speed



800 400 180 260 350


FRANCE

The Wuhan-Hefei line was opened to traffi c

in April 2009. A CRH High Speed Test train is

shown exiting Dabieshan Tunnel onto the

ballasted track, which is fi tted with PANDROL

FASTCLIP fastenings. During the tests shown the

trains reached 278 km/h.

THROUGH CHINA’S MOUNTAINS

China is currently extending its network of High Speed

Passenger Dedicated Lines. One of these links the central

Chinese cities of Wuhan and Hefei over a distance of 360 km.

Opened in April 2009, the line operates at a speed of 250 km/h

which cuts the journey time between the two cities from 8

hours to just under 2 hours. The central part of this line crosses

the remote Dabieshan mountains through a series of four

tunnels with a total length of 37 km. All of the trackforms

through these tunnels are based on the Rheda 2000 slab design,

and the slab is fi tted with PANDROL in-line SFC baseplates. The

design of the slab was carried out by the 4th Design & Survey

Institute, which is part of China Railway Construction

Corporation.

The PANDROL in-line SFC was chosen as the fastening system

based on overall cost benefi t and compliance with MOR’s

technical specifi cations and experience. PANDROL went on to

demonstrate the fastening design to the contractor, highlighting

the simple construction, excellent insulating properties, durable

components and ease of maintenance. Track construction was

carried out from April until November 2008 by two units from

China Railway Engineering Corporation. On each work site, each

contractor completed 300 m of track per day. The twin-block

sleepers were manufactured in the nearby city of Bengbu and

brought to the site by road. They were laid out in the tunnel

before being fi tted with the base plates and other fastening

components.

Here fi tting of the fastenings was carried out on site by the main

contractor, although the option exists to fi t all the components

at the sleeper factory. Short rails were then fi tted and the

resulting panels laid at their correct line and level. Adjustment of

the panel height and level was quickly carried out before

concrete is poured to form the fi nal track slab.

Case study

In China the speed of work dominates the construction

programme in order that the very tight opening dates, set by the

government, could be met. Therefore initial adjustment needs to

be a very rapid process so that the tunnel track can be concreted

and opened to slow-moving materials trains as soon as possible.

The contractor took advantage of the fi ne adjustment built in to

the SFC system to carry out fi nal adjustment between the

passage of materials trains. Surveying for the adjustment was

carried out using a laser device mounted on a specialised trolley.

Fine vertical adjustment was carried out by inserting shims

under the baseplates. The baseplate bolts are dimensioned such

that an increase in baseplate height of up to 30 mm can be

applied. Heights can be adjusted to an accuracy of ±0.5 mm,

thus allowing a vertical alignment of suffi cient quality for High

Speed operations. Height adjustment was carried out by

loosening the baseplate bolts. This allows the rails and

baseplates to be lifted and then new shims inserted. This was

not only a rapid process but could be done between the

passage of materials trains.

Here the alignment and level are being checked before concrete pouring. Note the use of gauge bars to ensure that gauge is maintained when the panel is raised onto spindles.

12

Height adjustment was

carried out by loosening

the baseplate bolts.

This allows the rails and

baseplates to be lifted

and then new shims

inserted. This was not

only a rapid process

but could be done

between the passage

of materials trains.

The holding-down bolts on the baseplate are equipped with

serrated washers that allow very fi ne adjustment of lateral

position and gauge. Again, the baseplate bolts are loosened,

the rails are positioned and the bolts are retightened.

Following grinding of the rail head and surveys to check the

alignment, High Speed trains began to run on the line, reaching

speeds of up to 278 km/h during tests. The line opened for

revenue service in April 2009 and has been highly successful.

The whole trip from Wuhan to Shanghai now takes 5 hours

compared with around 11 hours before the new line was built,

making it an attractive alternative to air travel.

COMPLETED RHEDA 2000 SLAB TRACK WITH PANDROL INLINE SFC FASTENINGS

The panel of track is now ready for concreting. The fastenings have been covered to prevent concrete contamination.

eCLIP SYSTEMOriginal design PANDROL e-CLIP systems for virtuallyevery possible known rail section, manufactured to one quality standard at one of PANDROL’s global manufacturing facilities.

Original PANDROL e-CLIPS are well proven on High Speed where PANDROL is uniquely capable to support the whole e-CLIP fastening system, from design through to testing, supply and after sales service.

SINGAPORE

Safe, reliable system from the original designer of e-CLIP. Based on many decades of world wide experience

Threadless, self-tensioning system

High quality manufacture and specifi cation ensure e-CLIP fatigue performance


TYPICAL PERFORMANCE

e2000

Clamping ForceEN 13146-7:2012 > 18 kN



TYPE OF SYSTEM

Indirect Direct

e-CLIP Operating Conditions Rail Pad Resilience

CEN CAT


(m)Min Rad

(m)Typical Axle

(kN)Max Axle

(kN)Max Speed



800 400 180 260 350


JAPAN

Installation

The PANDROL e-CLIP SYSTEM is adaptable to all rail

applications and is proven globally on High Speed

applications.


14

JAPAN

Re SYSTEM

BELGIUM

The PANDROL Re SYSTEM can be adapted where e-CLIP SYSTEM is currently used or specifi ed. The Re SYSTEM delivers faster installation times and a reduced number of components when compared to a traditional e-CLIP equivalent. With the Re SYSTEM, the rail pad is supplied with the side post insulators already attached, reducing time and labour when laying out and installing the components on site. This leads to more productive engineering possessions for track refurbishment.

The Re SYSTEM is also supplied with toe insulators already in place on the toe of the clip, again reducing installation time and the number of loose components on site.


Suitable for use on concrete and steel sleepers

Suitable for use on light rail, metro, general main line, high speed and heavy axle loads

TYPICAL PERFORMANCE

Re1800 Re2000


Creep ResistanceEN 13146-1:2012 > 9 kN >9 kN

Electrical ResistanceEN 13146-5:2012 > 5kΩ > 5 kΩ

TYPE OF SYSTEM

Indirect Direct

Installation

The PANDROL Re SYSTEM installs on new and

existing PANDROL e-CLIP or PR clip concrete sleepers.

The designed-in curvature of the pad simplifi es the

rail installation process by making rail threading easier.

currently used or specifi ed. The Re SYSTEM delivers faster installation

Re SYSTEM Operating Conditions Rail Pad Resilience

CEN CAT


(m)Min Rad

(m)Typical Axle

(kN)Max Axle

(kN)Max Speed



800 400 180 260 350


VIPA DFCPANDROL VIPA DFC is an economical, high performance solution for track ideally suited for applications in pre-cast blocks, sleepers or slabs.

The PANDROL VIPA DFC baseplates can be delivered to the track site fully pre-assembled. Both lateral and vertical adjustment are provided.

VIPA DFC provides an optimum system for pre cast applications

Suitable for use on both ballasted and non-ballasted tracks (slab tracks)

Unique combination of low cost and high performance with switch-on switch-off fastening technology

Track stiff ness >20 kN/mm


TYPICAL PERFORMANCE




TYPE OF SYSTEM

Indirect Direct

Installation

The system is an adjustable indirect baseplate type,

ideally suited for installation on pre-cast blocks,

sleepers or slabs. Track / structure interaction can be

accommodated by low toe load / rail free variants.

Construction

Type of Construction

Op

tim

ised

Alt

ern

ativ

e

Comment

Top down wet pour Consult PANDROL

Top down drill/grout Consult PANDROL

Pre cast block/sleeper Cast in shoulder & dowel

Pre cast plinth/slab Cast in shoulder & dowel

Booted sleeper Consult PANDROL

Direct to Bridge (Timber/Steel)

Consult PANDROL

Retro t existing system

Consult PANDROL


16

FASTCLIP SFCSFC

CHINA

The PANDROL FASTCLIP SFC baseplate system has been designed to provide the advantages of the PANDROL FASTCLIP system on slab track applications.

The design allows full advantage to be taken of the PANDROL FASTCLIP captive fastening system, making it an ideal product for non-ballasted trackforms, and off ering high levels of vertical and lateral adjustment.


TYPICAL PERFORMANCE




TYPE OF SYSTEM

Indirect Direct

Installation

Installation on pre-cast block, sleeper or slab.

The FASTCLIP SFC System is well proven on High Speed

projects in France, China, Korea and Japan.

Optimised for use on concrete non-ballasted tracks (slab tracks)

Well proven system on High Speed tracks

All resilience provided in the rail pad

Construction


Op

tim

ised

Alt

ern

ativ

e

Comment



Pre cast block/sleeper Cast in Inserts preferred

Pre cast plinth/slab Cast in Inserts preferred

Booted sleeper Consult PANDROL


Consult PANDROL


Consult PANDROL

FASTCLIP FCA

Construction


Op

tim

ised

Alt

ern

ativ

e

Comment



Pre cast block/sleeper Dowels cast in block / sleeper

Pre cast plinth/slab Dowels cast in plinth / slab

Booted sleeper Dowels cast in block


Consult PANDROL


Consult PANDROL

BOWSHANK

Optimised for use on pre-cast blocks, sleepers and slabs

Low cost solution

Fully pre-assembled and suitable for mechanised installation

TYPE OF SYSTEM

Indirect Direct

Installation

Low clamping force and rail free variants are available

to address track-structure interaction. Stiff ness is

provided in one pad under the rail typically more than

40 kN/mm. This system stiff ness is consistent with High

Speed PANDROL FASTCLIP SFC installations in China,

Korea and Japan.

PANDROL FASTCLIP FCA has been designed for use on slab tracks where track stiff ness of >40 kN/mm is required, ideally suited for application in pre-cast blocks, sleepers and slabs. FASTCLIP FCA can be assembled at the sleeper/slab factory and delivered to site captive/pre-assembled on the pre-cast element.

The system is a very economical high performance product optimised for embedded pre-cast concrete elements.


TYPICAL PERFORMANCE





18

UNDER SLEEPER PADSUNDER SLEEPER PADS are tailor-made resilient systems designed to reduce track maintenance, increase the quality of the track and provide vibration mitigation. These elastic elements are fi tted to the bottom surface of the sleeper.

Improvement of Track Quality

Reduction of stresses on track components and substructure due to a better load distribution over the track, both longitudinally and laterally.

Improvement of the initial track geometry = less settlement & corrugation.

Economic Impact: Reduction of Life Cycle Costs

Increased longevity of the track and all the components.

Reduction of rail corrugation, especially in tight radius curves = extending the grinding interval by at least a factor 2.

Possibility of reducing the ballast bed thickness (up to 10 cm).

Minimising maintenance eff orts: Levelling, Lining and Tamping (LLT) period extended by a minimum factor of 2.

Payback period is approximately 3-4 years.

Transition Zones Design and Control

Less diff erential settlement.

Controlled stiff ness diff erential (where conventional ballasted track interfaces with slab-track or goes over a bridge, embankment, tunnel etc.)


Attached during sleeper production by means of CDM MFF® technology

Can be glued to sleeper post-production

Compatible with all in-track sleeper installation methods

Installation

CDM MFF® is the registered trade mark for the Micro-Filament Fastening bonding technique

Designed to fi x PCT-USP onto fresh concrete during sleeper production

Compatible with all production processes and concrete types

CDM MFF®

Mitigation of detrimental eff ects and ballast stiff ening due to wind blown sand

Noise & vibration control

Vibration Insulation up to 15 dB(v)

Decreases noise (about 1 dBA) when compared to new track

Sand ingress

Bonding method Fixed on fresh concrete through CDM MFF® technology Glued post sleeper production

Materials Resin-bonded rubber (RR family)

Thickness range For the elastomer part: 7 - 20 mmFor the CDM MFF® layer: 0,7 mm

Geometry Flat

Sleeper compatibility Suitable for all monoblock or bi-block concrete and timber sleepers. All possible geometries

Density range 710 - 1200 kg/m3

Static bedding modules range 0,07 - 0,25 N/mm3 according to DIN 45673-6

Dynamic bedding modules range (10Hz)

0,08 - 0,32 N/mm3 according to DIN 45673-6

Pull-out strength >0,5 MPa according to DIN 45673-6

ELECTRIFICATION

C D M T R A C K

The PANDROL family

20

THE GLOBAL RAIL FASTENINGS LEADER

The world’s premier provider of rail fastening solutions. PANDROL leads the way in rail fastening quality, innovation and sales.

Our international presence ensures local service for customers everywhere.

QUIETER, MORE SUSTAINABLE RAILWAYS

PANDROL CDM Track solutions increase the lifespan of railway systems, while reducing their impact on the environment.

CDM Track’s acclaimed products mitigate vibration and sound from train, tram and metro systems around the world.

EXPERTS IN RAILWAY INSTALLATION AND MAINTENANCE

Rosenqvist makes railway construction and maintenance faster and more efficient.

Rosenqvist provides cost effective, time-saving installation equipment that increases productivity, reduces possession times and improves safety.

IMPROVING RAILWAY SAFETY BY THINKING DIFFERENTLY

Vortok employs clever engineering to develop unique solutions for rail stressing, signalling and more.

Focused on quality, productivity and cost, Vortok products improve the safety of railway infrastructure and workforces.

RAIL TRACK ELECTRIFICATION SYSTEMS

Complete electrification solutions for rigid catenary and third-rail conductor system railways, from design to engineering and supply.

Electrification Railtech also provides fully automatic systems for trolley buses and tramways.

PANDROL Track Systems operates around the globe, with a proven supply record covering a very wide range of climates and train operating conditions.

In the High Speed sector in particular, we have supplied fastenings for both ballasted and non-ballasted tracks to railway systems in many countries, operating with design speeds of up to 350 km/hr. The maximum speed of 574.8 km/hr reached in trials in France created a new world record for wheel-on-rail technology, and this was achieved on track with PANDROL rail fastenings.

Running trains at these high speeds requires absolute condence in the track. PANDROL has been supplying rail fastening systems for over 75 years, and its portfolio of products for High Speed track continues to evolve. The latest designs embrace tomorrow’s demands for high capacity operation and very low maintenance.

PANDROL TRACK SYSTEMS - THE GLOBAL MARKET LEADER IN THE SUPPLY OF RAIL FASTENINGS

WE’RE FAST

22

Country Rail Authority No of Rail Seats Fastening Type Track Type Speed (km/h)

Axle Load (tonnes)

Year installed

Belgium SNCB 600,000 e Ballast 300 17 1996

China MOR, KJ13 1,232,000 FC Ballast 300 17 2008

China MOR, KJ13 151,308 SFC Slab 300 17 2008

China MOR, KJ14 942,874 FC Ballast 300 17 2008


China MOR, KJ12 769,650 FC Ballast 250 17 2008


France SNCF 5,618,000 FC Ballast 330 17 2001

France TGV Est 1,800,000 FC Ballast 300 17 2005

France TGV Est 22,000 SFC Slab 300 17 2005

France LGV EE2 717,000 FCX Ballast 300 17 2014

France BPL 1,338,922 FCX Ballast 300 17 2016

France SNCF 3,000,000 NABLA Ballasted 275 17 1983



Italy Diretissima 1,420,000 e Ballast 250 25 1990

Italy RFI 1000 FC Ballast 250 22.5 2000

Italy Roma – Napoli 1,200,000 e Ballast 300 17 2001

Japan EJR – Nagano 100,000 e Ballast 275 22.5 1997

Japan EJR - Fukushima 16 FC Slab 275 15 2001

Japan EJR - Tohoku 20,000 FC Ballast 275 15 2002

Japan EJR – Tohoku 80,000 e Ballast 275 15 2002

Japan EJR – Tohoku 3,200 FC Slab 275 15 2002



Korea KTX 1000,000 e Ballast 300 17 2000

Korea KTX 1,000,000 FC Ballast 300 17 2004

Korea KTX (phase 2) 800,000 SFC Slab 300 17 2009

Spain AVE 1000 FC Ballast 300 17 1999

Total 25,222,236

PANDROL≥ 250 KM/HINSTALLATION REFERENCE LIST

TEL +44 (0)1932 834500

EMAIL [email protected]

WEB www.pandrol.com

Documents

HIGH SPEED HEAVY HAUL TRANSIT - Pandrol · noise and vibration reduction; and rail electrification. Founded in 1937, PANDROL is the global leader ... Introduction PANDROL has supplied