Asia
“If the upgrading project is a success it will help China to promote its railway technologies.” Xue Jilian
construction at the foundation, on the pier body and pier stud is being tested. Finally reinforcement and improvement of tunnel structures is taking place. Ballast depth will be increased to 300-350mm when the existing depth is 250mm or less. If this is not possible elastic reinforced sleepers will be used to reduce the stresses inflicted by a passing train. In addition a combination of pile grouting and full-closed
type II fasteners. This material was also applied for new rubber pads while SHR has designed three new 75-12 turnouts by optimising the shape of the switch rail and guide curve linearity as well as improving frog materials and cast technological parameters. Testing of these turnouts is underway on SHR’s test section. Bridge strengthening and tunnel
reinforcement work is also taking place. Specifically reinforced concrete bridges and culverts with a span of less than 16m are using an endothecia steel- reinforced concrete structure, slab reinforcement or replacement, or the installation of a bonded steel plate to enhance the slab cross section. For mid-range bridges of 16-32m, pre-
stressed steel tendons and pre-stressed carbon fibre are being applied to increase strength. Similar reinforcement work is taking place on viaducts, of which SHR uses both single and double piers. For single lines, enlarging the pier section and installing drilled pile foundations is improving pier vertical and lateral loading capacity, while damper devices fixed between girders are altering the distribution of longitudinal forces between piers as a heavy-haul train passes. On double- track lines where capacity was found to be inadequate, a new two-line pier
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grouting, and consolidation grouting methods will reinforce the tunnel structure, while excavating the tunnel’s well is intended to improve drainage.
SHR has invested
Yuan 100m ($US 16.31m) in the research and development programme which the Chinese government has supported with a Yuan 30m grant. Xue says it is too early to estimate an overall cost of the entire construction programme, but the
plan is to have a “project plan and blueprint for the upgrades in place by the end of 2013 and to begin real construction in 2014.”
SHR’s partnership with TTCI is indicative of the international support for the project and there was a great deal of interest at the IHHA. Xue says that Chinese railways can and are learning a lot from others from around the world which have gone through a similar capacity enhancement process. However, he hopes that SHR will eventually be a showcase for Chinese expertise in the heavy-haul arena as it continues to develop its infrastructure. “We can only borrow their [North American] way of thinking as we look to develop our own technologies to suit Chinese conditions which are very different,” he says. “If the upgrading project is a success it will help China to promote its railway technologies.” IRJ
SHR focused on improving its operations management efficiency during the upgrade. IRJ August 2013
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