The Journal of Pandrol Rail Fastenings 2008 - Pandrol USA

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DIRECT FIXATION ASSEMBLIESnoted the economic benefit of the Pandrol SFCsystem. The SFC system was thus adopted as astandard system for the project, with theGerman system as back up.Questions were raised about the use of thePandrol SFC on the German concrete slabsystem, RHEDA 2000. Because of thesedifferent opinions, further local andinternational verifications such as local advisorymeetings took place to clear these questions.Further performance tests on the Pandrol SFCsystem were made in a 3rd party laboratory,SNCF in France.The advisory committees came out withthe same opinions as former meetings and theperformance test at SNCF confirmed the resultsof the test in Korea, proving compatibility ofthe Pandrol SFC system with Rheda 2000 track.In fact, these verifications revealedadvantages of the Pandrol SFC system. Thesignal system of the KTX project, which camefrom French TGV technology, requires highelectrical insulation because the signals aretransmitted via the rail, which is different fromthe German system which uses independentcables. In the electric insulation test made inAugust 2007 at test tracks made for KTX Phase2, Pandrol SFC showed 15 ~ 20 times higherelectrical resistance than the German system.Pouring concreteThis meant that the Pandrol system could beused even with the track circuit lenght morethan 1500 metres which is required for the KTX2 project.In addition to better electrical insulation,the Pandrol SFC proved to have easier andsimpler adjustability for track geometry which isimportant for concrete slab track.After all these procedures, the contract forthe supply of the Pandrol SFC systems toSampyo, the contractor for the trackconstruction of section 4 of the project, wasLoading manufacured concrete sleepers pre assembledwith the Pandrol SFC systemawarded in Sep 2007. Construction of the KTXPhase 2 project will be done in two sections,section 4 and section 5. The contract forsection 5 is expected to be awarded in 2008.Supplies of Pandrol SFC systems to Sampyo forSection 4 started in November 2007 and haveprogressed smoothly so far. As of July 2008,30% of the track construction of section 4 hadbeen completed with exceptional speed of 500meters per day. ■Completed track14
Replacement of the Selby Canal bridgeDIRECT FIXATION ASSEMBLIESby Nigel Trotter of Tasque Consultancy LimitedThe East Coast Main Line (ECML) is NetworkRail’s main route from London to NEEngland and Eastern Scotland.The bridge over the Canal at Selby, also knownas the Brayton Rail Bridge, was originally on theold route of the ECML prior to the Selbybypass. The old bridge had become costly tomaintain and a permanent speed restrictionhad been imposed due to the decreasingfactors of safety, as the steelwork deteriorated.Network Rail decided the route remainedimportant, and the bridge had to be replaced inorder to restore journey times, and maintainsafety on the local route for passengers andcoal freight to the nearby power stationat Drax.The original bridge was a steel fabricatedstructure using longitudinal timber to formthe track.The bridge had to be replaced during asingle 56-hours possession, and the clearancebetween the bridge and canal had to bemaintained all of which dictated the type ofconstruction, and the method of replacement.The design parameters of the new bridgefavoured a new steel construction, and it wasdecided to prefabricate the new structurealongside the track before using the largestmobile crane in the UK (1200 tonnes) to bothremove the old deck and swing the new deckinto position.The track design was important becausethe existing alignment needed to be improved,but large radius horizontal and vertical curveshad been used across the old bridge. Thedesign sought to improve the track alignmentwhilst providing for adjustment after thebridge lift, and long term maintainability. Thetraditional use of longitudinal timbers onthe old bridge needed to be reconsidered inthe changing economics of timber supply.Longitudinal timbers have become increasinglycostly and difficult to procure, and decreasingquality of timber often leads to warping of thetimber and difficulty in keeping the designtrack alignment. It was decided to use PandrolVIPA-SP baseplates with direct fixing to thesolid steel deck. This would provide both highdegrees of adjustment and long term durability.The previous VIPA-SP installation on theLeven viaduct proved a useful precedent, andthe concept of using steel stools as the primaryfixing point, was repeated on the Selby bridge.By altering the relative levels of the steelstools between the adjacent rails the bridgecould be built in the horizontal transverseorientation, and create the required track cantbetween the stools, rather than by tiltingthe bridge deck.Building the new bridge alongside thetrack allowed most of the work to becompleted prior to the weekend of the trackpossession. However, the biggest imponderableThe Brayton bridge15
Page 1 and 2: DIRECT FIXATION ASSEMBLIESThe Journ
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Page 9 and 10: DIRECT FIXATION ASSEMBLIESMultiplex
Page 11 and 12: Korean High-Speed Rail ProjectPhase
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Page 21 and 22: PROJECTSSummary of Improved perform
Page 23 and 24: PROJECTStrack renewal operations. T
Page 25 and 26: PROJECTS444km (277 miles) of new do
Page 27 and 28: PROJECTSand Burjuman, which are int
Page 29 and 30: NEW PRODUCTSThe site consisted of a
Page 32: 32PANDROL VANGUARD installed on Per

The Journal of Pandrol Rail Fastenings 2008 - Pandrol USA

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