Disadvantages of slab sub-ballast track

No-ballast track has the advantages of high stability, less maintenance, long service life, and has been widely used in foreign railroads, in 2005 the German publication of the "Introduction to the track" on the shortcomings of no-ballast track is summarized as follows:

1) Rheda investment to be more than 1.5 times than the ballast track. The Cologne-Frankfurt line was budgeted at 4.6 billion euros, and the actual cost was about 6o billion euros, an increase of about 30%, and such a high initial investment includes a huge capital cost. Sub-ballast track cost 350 euro/m, non-ballast track minimum 500 euro/m, maximum 750-1100 euro/m. Even if the construction method gets optimized, the construction length increases, the cost coefficient still reaches 1.5-2.0.

Non-ballast track relative to ballast track economic benefit can only be calculated from the ballast track need to increase the maintenance cost to get. The track needs to increase the maintenance cost calculation to get. Now has the ballast track maintenance to a large extent realizes the mechanization and the automation, compared with the manual work cost to be low, and can maintain the track geometric condition durably; Does not have the ballast track also need to maintain, the steel rail grinding workload relative to has the ballast track to increase, along with does not have the ballast track to use the time to increase, the injury damage will be increased, the economic benefit comparatively speaking will be reduced, moreover does not have the ballast track to repair the work to be more complex, and needs A lot of cost and time, once damage cause long time close line bring input will be quite big, also is initial can't calculate or anticipate.

No ballast track in tunnel relative to ballast track has good economic benefit. But the bridge and the roadbed on the non-ballast track tends to economic benefit is worse, limit the long-term settlement of the foundation need extra cost, than the ballast track to increase 2.0 ~ 2.5 times.

2)Concrete sub-ballast track is rigid bearing layer, when reaches the bearing strength limit will produce the fracture, and causes the track geometry to change suddenly and unforeseeable deterioration.

3)Overall. The quality of non-ballasted track requires a high level of maintenance measures to provide security. This means additional costs and time for both construction processes and quality control. Quality defects during construction will leave hidden problems for the entire service life and will need to be remedied at a high cost.

4)As a rigid structure, the non-ballasted track is only allowed to do a small amount of improvement in the later operation stage, such as improving the track geometry, which is not only very difficult, but also need to spend a high price.

5)No ballast track can't lay in clay deep road moat, loose soft soil embankment or earthquake area.

6)The noise level of non-ballast track is 5dB higher than the ballast track, must take effective noise reduction measures.

7)At present, there is no particularly effective measures for serious damage caused by derailment or other reasons, and the repair cost is very expensive. Concrete takes a long time to recuperate and harden. This means that serious accidents will result in longer line closures and a greater impact on transportation.

8) The most serious disadvantage of non-ballasted track is that the possibilities for improvement are limited.

9)Another disadvantage of non-ballasted track is that, when laying on the roadbed, frost protection layer (at least 70cm thick) should be laid in any case. To extend the life cycle of the non-ballasted track, the thickness of the layer of water-consolidating material can hardly be reduced. Roadbed treatment depth is also deeper than the ballast track.

10)Most economic studies do not take into account the high reconstruction cost after the life cycle of the non-ballast track. Existing non-ballasted track type many also seems to be a disadvantage.

China's non-ballast track mainly from in 02 years is mainly domestic technology, refer to foreign mature design experience, take Qin Shen line as an opportunity, designed 2 types of non-ballast track, mainly is Japan's plate type track, and the long sleeper type non-ballast track designed by Tieke. Of course, before this, the non-ballast track technology in the Qinling tunnel and so on have been applied.

No-ballast track design mainly has a few difficulties, a track component design, another roadbed design. 03 years later there is a passenger line idea, hope to have a leapfrog development, from the original 120km/h increased 200 ~ 250km/h. For the strength of the track components, stability and adjustability have higher requirements.

For the non-ballast track technology, the Ministry of Railways initial idea is to introduce all foreign technology. Mainly Japanese and German technology. Germany's main double block type (redar200) and Borg plate, Japan is mainly plate rail. The introduction of foreign technology at the same time, for part of the technology should also be introduced, so the foreign units responsible for training. The Ministry of Railways has organized a number of track engineering technology training.

The biggest feature of the passenger dedicated line for the track components is the requirement of high smoothness, so for the track components requirements, fine manufacturing and design. There are mainly 3 main components of the track, sleepers, fasteners and turnout technology.

Passenger lines also have a special feature is the track circuit. Due to the signaling system requirements, the track is required to use the necessary insulation measures, so it is required that the components and roadbed design should have a high degree of insulation.

The roadbed on the non-ballast track components design mainly to solve the problem of roadbed settlement, so often in the passenger dedicated line, more to use the bridge instead of the road way, but save investment. The current bogie board and double block type has better integrity, in Germany has many years of application experience, is a successful example.

Because of the time is in a hurry to simply say these, for the non-ballast track design and research issues, we can discuss with each other.

Whether for streetcars, subways, or ground-level commuter train lines: a ballast-free track system integrates seamlessly into the flow of traffic and the urban landscape. The system, paved with asphalt or other paving materials, can also run parallel to public ****car and motor vehicle lines. Green rail offers an attractive alternative: beautifying the urban landscape by creating more green space. Outstanding ride comfort, maximum safety and low maintenance levels make non-ballasted rail systems even more outstanding. Sub-ballast-free rail systems play an important role in applications such as urban mobility optimization and infrastructure renovation. The future of cities has already begun! Fast, flexible, convenient and cost-effective: Trams and urban-suburban commuter rail systems are very attractive today. It is therefore not surprising that this type of service is becoming increasingly popular. The advantages of urban rapid transit are becoming increasingly apparent, but this requires the continuous development of innovative solutions and new technologies that are cost-effective, safe and environmentally friendly RHEDACITY is actively working to increase the attractiveness of urban rail transit. By using RHEDACITY sub-ballast-free rail systems, you can significantly increase the mobility and flexibility of your city.

Millions of people commute by MRT every day. An effective urban transportation system is the heart of any city. In addition to functionality and engineering design, an aesthetic point of view is increasingly being emphasized in this cutting-edge area that embodies modern urban life. Green rail can beautify the entire cityscape. At the same time, green tracks contribute to the ecological balance of the city, as they improve air quality, soil and groundwater conditions. "Green tracks, with their raised green vegetated surfaces and advanced elastic track supports common to modern railways, significantly reduce airborne and structural noise in cities. It is good for people and good for the environment.

RHEDACITYGREEN is the turf-type RHEDACITY, which has proven its effectiveness over many years of use in urban rapid transit. For the RHEDACITYGREEN type of track, modified two-block sleepers with reinforced truss beams are cast into a compact concrete slab. It is covered with turf or Sedum plants to create a pleasing visual effect. The functionality and safety of this type of track is outstanding, with excellent track positioning, cost-effective and maintenance-free. Initially used in projects in the cities of Berlin and KARLSRUHE, it is now being planned or currently prepared for commissioning.

One of the main advantages of this track system is that perfection is seen in the invisible. These sub-ballast-free track systems require little maintenance, yet provide excellent ride comfort, support heavy transport and ensure maximum safety.RHEDACITY functions in the same way as the other systems in the RHEDA series in terms of design principle. However, RHEDACITY is designed for urban rapid transit and is particularly suitable for streetcars and surface commuter train lines.RHEDACITY is characterized by its simple construction technology: improved two-block rail sleepers with reinforced truss beams for ease of installation and to ensure precise track gauge. Through the monolithic construction of its track support layer and the low height of the installation structure, RHEDACITY offers additional advantages. But the construction advantages do not separate RHEDACITY from ordinary track alone: it can integrate turnouts into the same technology.

RHEDACITY can be paved with asphalt, concrete or roadstone as required. RHEDACITYGREEN is an attractive alternative for those who prefer to travel on green roads.