Ballastless tracks therefore offer a high consistency in track geometry , the adjusting of, not possible after the concreting of the superstructure. Therefore, ballastless tracks must be concreted within a tolerance of 0. Measurements conducted in Switzerland in and showed a standard deviation of the gauge of less than 1. This in turn reduces the need for maintenance; the usual preventive maintenance is limited to rail grinding, since tamping is not necessary due to the absence of ballast. Due to its good experiences with the system, the Swiss Federal Railways are looking to install ballastless track wherever there is a rigid substructure—in tunnels as well as on viaducts.
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The scope for development of the system is very large due to future development planned for Mumbai Metro, Bangalore Metro and introduction of high speed Routes. Technological innovation is therefore a must to accomplish the task of above mentioned Metro Systems.
Thereafter some more sections were opened at different times and finally the entire stretch from Dum Dum to Tollygunj became operational from September 27, It took about eleven years to start first and last section of Kolkata Metro. Almost entire section of Metro from Dum Dum to Tollygunj is underground. Ballast-less track has been provided in this entire section.
Existing PSC sleepers are embedded into concrete bed by grouting. Rubber pads are provided below PSC sleepers. Polythene foam used around the sleepers. Low noise absorption. For new main corridors of high speed and dense traffic the BLT system is a prime requirement.
Durability and long life of components. Extended Service life and low maintenance. In order to satisfy various conditions mentioned, the specific attributes of good ballast-less track for choice in Indian conditions should be with Proven design.
So as we are looking forward to build the bullet tracks in India, use of this technology can be a milestone in this fast moving lifestyle of the urban India. Related Interests.
Ballastless tracks therefore offer a high consistency in track geometry , the adjusting of which is not possible after the concreting of the superstructure. Therefore, ballastless tracks must be concreted within a tolerance of 0. The usual preventive maintenance is limited to rail grinding, since tamping is not necessary due to the absence of ballast. Curative maintenance beyond rail replacement is required only after several decades. When used in stations, ballastless tracks are easier to clean.
Viber Ballastless Tracks Due to increasing traffic flows the extension of transport infrastructure with rail roads and high speed lines is an ongoing process worldwide. Ballastless track systems with concrete slabs are used more and more. This book makes a contribution to the state of the art of ballastless track by describing the basics for designing the ballastless track. Important advice is provided regarding the construction of ballastless track on earthworks and in tunnels. There is also a description of the technical history of the development of ballastless track on bridges and the ensuing findings for bridge design.
Ballastless track construction system
This applies not only to parameters such as axle load and speed, but also less obvious factors such as train length and frequency. In addition to the classical design of track grid floating in ballast, other non-conventional designs have been developed with varying degrees of success. The railway permanent way has an average useful life of between 30 and 60 years. Because of the large financial investments that are necessary, innovations in the field of railway infrastructure only gain acceptance slowly.