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Ing. Peter W. Korger
Lic. Peter A.N. Korger
MAPEKO REPRESENTACIONES
EMPRESA QUE SE DEDICA HACE MAS DE 30 AÑOS
A COMERCIALIZAR MAQUINAS PESADAS COMO
LIVIANAS MANUALES PARA LA CONSTRUCCIONRENOVACION Y MANTENIMIENTO DE VIAS, COMO
TAMBIEN REPUESTOS Y COMPONENTES Y
ACCESORIOS NECESARIOS PARA ESTAS TAREAS
NUESTRAS REPRESENTADAS
PRINCIPALES
• PLASSER & THEURER
MAQUINARI PESADA
• ROBEL MAQINAS
PEQUENAS MANUALES
• SPENO
ESMERILADORAS
• ZWEIWEG
VEHICULOS BI-VIALES
• VOSSLOH FASTENING
FIJACIONES ELASTICAS
• LUCAS
EQUIPOS PARA ENCARRILAR
• COLMAR
RETROEXCAVADORAS BI
Peter Korger / MAPEKO
Representante de Plasser & Theurer
en Argentina
Seminario ALAF
Buenos Aires
30 de julio de 2015
Máquinas Estabilizadoras de Vía
Estabilizacion Dinamica Inicial Garantiza
Elevada Calidad de la Via
Demostracion Practica del efecto
sobre el balasto de un DGS
Video
ESTABILIZACION DEL LECHO DE
BALASTO EN CAPAS DESPUES DE
CADA LEVANTE
GARANTIZA UNA ELEVADA ESTABILIDAD Y VIDA UTIL
VENTAJAS DE LA ESTABILIZACION
DINAMICA EN EL LECHO DE BALASTO
•
Consolidacion homogenea espacial del lecho de balasto completo
•
Incremento de la resistencia al desplazamiento lateral
•
Manejo cuidadoso del balasto mediante un reubicacion dinamica de las
piedras del balasto
•
Peligor de pandeo de via se reduce notablemente
•
Mantenimiento exacto de la geometria de via a traves de mayores
periodos de tiempo elevando la reserva cualitativa de la via
•
Los intervalos entre mantenimiento se extienden
•
La estabilizacion dinamica eleva la seguridad y ayuda a bajar los costos
Dynamic Track Stabilizers
DGS 62 N
Distance between bogie pivots:
Weight:
Vertical load:
12 000 mm
60 tons
356 kN
DGS 90 N
Distance between bogie pivots:
Weight:
Vertical load:
10 000 mm
50 tons
240 kN
Máquinas Esmeriladoras de Vía
GWM 250
Distancia entre bogies:
9.500 mm
Peso total:
45 ton
Dos grupos esmerilador para cada riel con 6 piedras de esmeril (total 24 piedras)
GWM 150
Distancia entre ejes: 6.500 mm
Peso total:
23 ton
Un grupo esmerilador para cada riel con 6 piedras de esmeril (total 12 piedras)
Peter Korger, MAPEKO
Representante de
Plasser & Theurer
Export von Bahnbaumaschinen Gesellschaft m.b.H.
A-1010 Wien, Johannesgasse 3
Tel.: +43 (0) 1 515 72-0
Fax: +43 (0) 1 513 18 01
www.plassertheurer.com
“Plasser & Theurer” and “Plasser” are internationally registered trademarks. Illustrations and descriptions
may contain optional equipment. We reserve the right to make alterations in line with further technical developments.
Test-Results
• Correlation between RLD measured by Dynamic
Stabilizer during stabilisation and manual
measurement
• Dynamic Stabilizer raises RLD by 30% to 60%
• After tamping without Dynamic Stabilizer, the RLD
can be critical
• Work speed of Dynamic Stabilizer has no influence
• Work only with full vertical load
• Results refer to track with concrete sleepers
US Data on Ballast Consolidation
Consulting Services
AAR/TTC Tests – wood ties (1990 – Trevizo, [9])
•
Tangent: 17% recovery after 0.1MGT; 32% after 1MGT
5° Curve: 9% recovery after 0.1MGT; 21% after 1MGT
•
Volpe/FRA Tests at TTC - wood and concrete (1987-1990; Kish, et al, [10])
•
Wood - tangent: 26% recovery after 0.1MGT
Concrete – 5° Curve: 52 % reduction due to tamping
•
•
Concrete – 5° Curve: 22% recovery after 0.1MGT
Volpe/Union Pacific Tests – concrete (2000-Sluz, [11])
•
Concrete (new-scalloped) - 17% recovery after 0.35MGT
•
DTS increase: 33%
DTS Increase:
31 – 60%
Volpe/Amtrak/FRA Tests – concrete (2001- Kish, et al, [12, 13])
•
43% reduction due to surfacing with ½ inch lift
•
DTS increase: 31%
UP/Foster-Miller Tests – wood/concrete/old/new (2001-Samavedam [14])
•
39-70% reduction due to tamping/surfacing
•
0.1MGT had negligible influence on wood after tamping; 0.2MGT was 28%
•
Heavy rain/wet ballast: 20% decrease in lateral resistance on wood
UP/TTCI Tests – concrete/tangent/high tonnage (2010-Clark & Read @ IHHA 2011)
•
Over 70% reduction due to surfacing
•
0.1MGT increase: 49%
•
DTS increase: 60%
•
Tonnage after DTS reduced TLR by 11%
US Data on Ballast Consolidation
Consulting Services
Conclusions
§ Ballast lateral resistance is an important parameter for track geometry
retention and track stability management.
§ It is a complex parameter: non-linear, variable, difficult to measure,
has both static and dynamic components where the tie/ballast friction
coefficient plays a key role.
§
It is a key parameter for both track buckling and track shift
evaluations, but each requires different components of the lateral
resistance function.
Ballast maintenance (surfacing, lifting, tamping) reduces lateral
resistance by 40-60%. This requires quick and efficient restoration.
US Data on Ballast Consolidation
Consulting Services
Conclusions
§ Dynamic track stabilization (DTS) has proven to be a quick, efficient
and effective means to restore lateral resistance requiring no speed
restrictions. The 30-60% TLR restoration promotes:
Ø providing lateral stability for track buckling safety for most conditions
Ø “smoothening” of neutral temperature along the rail
Ø improving hot weather speed restrictions
Ø improving ballast longitudinal resistance
Based on US data, traffic (tonnage) consolidation may require more
than the currently accepted 0.1MGTs to achieve a minimum 30% DTS
equivalent. (MORE R&D IS REQUIRED FOR EVALUATION!)