Delft Cluster Railway transition zones & switches

Delft Cluster Railway transition zones & switches Factual report short-term measurement 2009

1001069-010 © Deltares, 2009

dr.ir. P. Hölscher A.D. Hartman

1001069-010-GEO-0014, Version 1, 30 November 2009, final

Delft Cluster Railway transition zones & switches

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Contents

1 Introduction 1

2 General information 3 2.1 Test site 3 2.2 Train types 3 2.3 Location of instruments 3 2.4 Instrument naming system 3

3 Measured variables 5 3.1 Introduction 5

4 General measurement information 7 4.1 Velocity measurements Southampton University 7

4.1.1 Description of the instruments 7 4.1.2 Measurements 7 4.1.3 Processing 7

4.2 Camera measurements Southampton University 8 4.2.1 Description of the instruments 8 4.2.2 Measurements 8

4.3 Acceleration measurements Deltares 8 4.3.1 Description of the instruments 8 4.3.2 Measurements 9 4.3.3 Processing 9

4.4 Load measurement Gotscha Quo Vadis I system 9 4.4.1 Description of the instruments 9 4.4.2 Results of the measurements 10

4.5 Strain measurements DUT 10 4.5.1 Description of the instruments 10 4.5.2 Measurements 10 4.5.3 Processing 10

4.6 Deformation measurements Track Height Measurement system (BHM) 10 4.6.1 Measurements and processing 10 4.6.2 Measurements 10 4.6.3 Processing 10

4.7 Pore water pressure measurements 10 4.7.1 Description of the instruments 10 4.7.2 Measurements 10 4.7.3 Processing 10

4.8 Additional Deltares measurements 11 4.8.1 Description of the instruments 11 4.8.2 Measurements 11 4.8.3 Processing 11

5 Measurements at the culvert 13 5.1 General description 13 5.2 Velocity measurements Southampton University 14

5.2.1 Location and installation of the instruments 14



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5.2.2 Measured trains 14 5.3 Camera measurements Southampton University 14

5.3.1 Location and installation of the instruments 14 5.3.2 Measured trains 14

5.4 Acceleration measurements Deltares 14 5.4.1 Location and installation of the instruments 14 5.4.2 Measured trains 14

5.5 Load measurement Gotscha Quo Vadis I system 14 5.5.1 Location of the instruments 14 5.5.2 Measured trains 15

5.6 Strain measurements DUT 15 5.6.1 Location and installation of the instruments 15 5.6.2 Measured trains 15

5.7 Deformation measurements Track Height Measurement system (BHM) 15 5.7.1 Location and installation of the instruments 15 5.7.2 Measured trains 15

5.8 Deltares pore water pressure measurements 15 5.8.1 Location and installation of the instruments 15 5.8.2 Measured trains 16

5.9 Additional Deltares measurements 16 5.9.1 Location and installation of the instruments 16

6 Measurements at the switch 17 6.1 General description 17 6.2 Velocity measurements Southampton University 17

6.2.1 Location and installation of the instruments 17 6.2.2 Measured trains 17

6.3 Camera measurements Southampton University 17 6.3.1 Location and installation of the instruments 17 6.3.2 Measured trains 17

6.4 Acceleration measurements Deltares 17 6.4.1 Location and installation of the instruments 17 6.4.2 Measured trains 17

6.5 Load measurements Gotscha Quo Vadis I system 18 6.5.1 Location of the instrument 18 6.5.2 Measured trains 18

6.6 Deltares pore water pressure measurements 18 6.6.1 Location and installation of the instruments 18 6.6.2 Measured trains 18

6.7 Additional Deltares measurements 18 6.7.1 Location of the instruments 18 6.7.2 Measured trains 18

7 Figures of measurements 19 7.1 Measurements of Deltares 19

7.1.1 Surface transducers 19 7.1.2 Deep transducers 20 7.1.3 Pore water transducers and light sluices 20

7.2 Measurements of Southampton University 20 7.3 Measurements of Delft University of Technology 21 7.4 Measurements of Track Level Measurement system 21



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7.5 Measurements of trains on the south track 21

8 Short term 2009 database 23 8.1 Structure of the database 23

8.1.1 Velocity measurements Southampton 24 8.1.2 Camera measurements Southampton 25 8.1.3 Deltares measurements 25 8.1.4 DUT strain gauges 28 8.1.5 Quotcha quo vadis 28 8.1.6 Baas BHM 29

Appendices

A Locations of instruments A-1

B Overview of all measured trains and all corresponding files B-1

C Train data C-1

D Plots of almost all measured signals D-1

E Specifications of the instruments E-1



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List of Tables

Table 3.1 Overview location of information per measurement 6 Table 4.1 Southampton – Deltares geophone numbering translation table for the culvert 8 Table 4.2 Southampton – Deltares geophone numbering translation table for the switch 8 Table 4.3 Accelerometer type per channel 9 Table 7.1 Lay-out of Figures for surface accelerometers Deltares 19 Table 7.2 Train speed from light sluices 20 Table 8.1 Tree structure of the database 23 Table 8.2 Specification of file types in the database 24 Table 8.3 Geophone measurement column specifications 24 Table 8.4 Deltares culvert .gef file raw data column specifications 26 Table 8.5 Deltares switch .gef file raw data column specifications 27 Table 8.6 Strain gauge .MAT file column specifications 28 Table A.1 GPS coordination of all instruments A-3 Table B.1 Overview measured trains at the culvert B-1 Table B.2 Overview measured trains at the switch B-1 Table C.1 Structure of train data C-1 Table C.2 1700 series loc and ICR carriage data C-2 Table C.3 Mat 64 undriven cars data C-4 Table C.4 ICM undriven cars data C-5 Table C.5 ICM driven cars data C-6 Table C.6 Double decker driven car data C-8 Table C.7 Double decker driven front car data C-9 Table C.8 Double decker driven middle car data C-10 Table C.9 DD-PP data C-11 Table C.10 Thalys axle loads and spacing C-12



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List of Figures

Figure C.1 1700-series locomotive with carriages on the test site (Mat 64 on rear track) C-1 Figure C.2 Mat 64 type V on the test site C-3 Figure C.3 Double decker type-VI on test site C-7 Figure D.1 Surface accelerometers Deltares D-1 Figure D.2 Deep accelerometers Deltares D-1 Figure D.3 Other Deltares transducers D-1 Figure D.4 Geophone and camera signals Southampton D-1 Figure D.5 Strain gauges Delft University of Technology D-1 Figure D.6 Displacements from TLMS D-1 Figure D.7 Measured trains on south track D-1 Figure E.1 Deltares High pass filter E-1 Figure E.2 Deltares Low pass filter E-2 Figure E.3 Honeywell QA-700 Accelerometer product sheet E-3 Figure E.4 Honeywell QA-700 Performance characteristics E-4 Figure E.5 QA700 frequency response (typical) E-5 Figure E.6 Honeywell QA-700 Accelerometer product sheet E-6 Figure E.7 Honeywell QA-800 Performance characteristics E-7 Figure E.8 LF-24 low frequency Geophone E-8 Figure E.9 Specifications LF-24 low frequency Geophone E-9



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1 Introduction

For the Delft Cluster project “Railway Transition zones” extensive field-testing has been performed. Testing took place on the railway track Gouda-Goverwelle (GoGo) on a culvert and on a Switch. Many different parties were involved in the testing and numerous different types of tests were performed. Al the different tests ad up to a large amount of data supplied by different parties and thus supplied in different formats. This report is a part of a series of factual reports, which give a complete overview of al test performed and their results. All reports are written in the same format and tests are named in similar fashion. The reports also describe the structure of a database that contains all data. This database is supplied digitally along with the reports. The complete series of reports consists of: A. Field survey

1001069-000-GEO-0004 Factual report field survey. B. Short-term measurement May 2008

1001069-000-GEO-0003 Factual short-term measurement 2008. C. Short-term measurement April/May 2009

1001069-010-GEO-0004 Factual report short-term measurements 2009. D. Long-term measurements

1001069-000-GEO-0005 Factual report long-term measurements. The track level data at the time of the measurements is reported in the long-term report (D). This report (C) contains: Explanation of all measured parameters. Overview of all instruments used, their specifications and installation location. Results of the measurements.



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2 General information

2.1 Test site The test are performed on a switch and a culvert in the Netherlands. The location of the culvert is some 500 meters from the Railway station Gouda Goverwelle, on the Gouda – Utrecht line at 28.773 km. The switch is a 1:34.5 high-speed switch and is known as switch 447. It is located some 100 meters East of the culvert.

2.2 Train types All trains passed are defined as in the factual report of the 2008 measurement. The table of train types as used in the 2008 factual report is extended with the measured train types that did not pass the test site during the testing in May 2008. The additional types are the sprinter, Thalys and DD-push pull trains. The data on these trains is added in Appendix C. In addition, some freight trains have been measured. Information on these trains is not available because many different locomotives and carriages are used for freight transport.

2.3 Location of instruments The location of all instruments is measured using GPS. The locations are available in a table which gives X,Y, and Z coordinates, see Appendix A. The location of the instruments is also given per instrument type as plots in Appendix A. All coordinates refer to the RD coordinate system, the Dutch standard. This is a Cartesian system with its origin 1 km East of the French town of La Celle-Saint-Cyr. The origin of the system makes that all coordinates are positive, and the Y coordinate is always greater than the X coordinate. The system is valid in a rectangle from -7 en +300 km on the X-axis and +289 en +629 km for the Y-axis. Since the year 2000 the system is based on the European reference system ETRS89.

2.4 Instrument naming system All instruments are named in similar fashion. The first and second letter give the indicative location and the type of instrument. The third part is named as during the measurements. Table A1 gives the names and locations of the instruments. Meaning of first letter:

S Switch. C Culvert. T Trigger.

Second letter:

G Geophone. AD Accelerometer at depth. AS Accelerometer at the surface. P Pore water pressure gauge. R Strain measurement. H Void indicator (Hanging sleeper distance). S Vertical Seismic Profiling Test. BHM Track height measuring system. C Cross section point.



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3 Measured variables

3.1 Introduction During the measurements on the 4th and 5th of May many instruments are used to measure many different variables. The instruments used at the switch are the same as the instruments used at the culvert. They are moved during the night in between the measurements. An overview of all measured variables, the instruments used and the paragraph in which the measurements is described is given in the following tables. Table 3.1 gives an overview of al measurements at the culvert and at the switch. The first column shows the user an overview of all variables which were measured. The second column shows the devices that were installed to measure the variable. Sometimes a variable is measured by more than one device. The third column shows the operating entity. Strictly spoken, this column is superfluous, but it helps finding the way in chapter 3. The fourth column shows the user where he can find the general information on the devices, such as specifications, sampling rate and data processing. Finally, the last two columns tell the where user to find specific information on the location of the devices and the information on the trains measured.



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Variable Measurement

device Measured

by General

description

Location specific

description culvert

Location specific

description switch

Track deflection

geophone Southampton 3.2 4.2 5.2

digital camera Southampton 3.3 4.3 5.3 track level

system Baas 3.7 4.7 n/a

Ballast motion accelerometer Deltares 3.4 4.4 5.4 Approach slab motion

accelerometer Deltares 3.4 4.4 5.4

geophone Southampton 3.2 4.2 5.2 Pore water pressure

pwp gauges Deltares 3.8 4.8 5.6

Embankment motion

accelerometer Deltares 3.4 4.4 5.4

Train composition

light sluices Deltares 3.9 4.9 5.7

Gotcha Quovadis at location

Baas 3.7 4.5 5.5

Gotcha Quovadis Gouda tag reader

ProRail 3.7 4.5 5.5

Train speed light sluices Deltares 3.9 4.9 5.7 Dynamic axle load

strain in track DUT 3.6 4.7 n/a

Static axle load

from dynamics DUT 3.6 4.7 n/a

Gotcha Quovadis at location

Baas 3.7 4.5 5.5

Gotcha Quovadis Gouda tag reader

ProRail 3.7 4.5 5.5

Synchronization

trigger Southampton

Deltares 3.9 4.9 5.7

light sluices Deltares 3.9 4.9 5.7 Table 3.1 Overview location of information per measurement



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4 General measurement information

This chapter gives all non-location specific information on the measurements. The next chapters give the location specific information on the culvert and switch respectively. The paragraphs all have the same lay-out. A general description of the instruments is given first, followed by the measuring frequency. Finally information on the processing of the measurements is given.

4.1 Velocity measurements Southampton University

4.1.1 Description of the instruments Southampton used Geophones to measure velocities in the track. The geophones used are identical to the instruments of the 2008 measurements. Detailed specifications of the instruments are given in Appendix E.

4.1.2 Measurements The measuring frequency is 500 Hz.

4.1.3 Processing To calculate geophone velocity and displacement data the raw data is processed using Matlab. The first data processing step is to convert the raw data into apparent velocity, which is obtained by dividing the geophone voltage output by the geophone sensitivity. This apparent velocity is corrected to account for the true response of the geophone at low frequencies. This is obtained by applying a deconvolution algorithm in the frequency domain. Therefore a FFT is applied to the dataset, which once corrected is converted into the time domain by applying an inverse FFT. The resulting corrected velocities are filtered using a zero-phase passband digital filter. Displacements are calculated from the velocity data by using the cumulative summation function in MatLab. The 0 point on the time scale is based on the Southampton trigger. Unfortunately the trigger is not always available in the Deltares measurements. Additionally, the measurements are shifted 3 seconds with the use of a pretriger. Southampton used a different numbering of the instruments compared to the Deltares numbering as shown in Appendix A. Table 3.2 and 3.3 show how the Deltares numbering corresponds with the Southampton numbering.



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Southampton

channel column Deltares field numbering Southampton remarks Deltares remarks

1 C G10 Furthest at Gouda side 2 C G9 At Gouda side 3 C G8 At Gouda side 4 C G1 Above culvert 5 C G2 At north side of sleeper At Woerden side 6 C G3 At south side of sleeper At Woerden side 7 C G5 At Woerden side 8 C G7 Furthest at Woerden side 9 C G4 In ballast on the slab

10 C G6 In ballast close to hole for plate

Table 4.1 Southampton – Deltares geophone numbering translation table for the culvert

Southampton channel column

Deltares field numbering Measuring direction

1 S G20 Horizontal 2 S G19 Vertical 3 S G18 Vertical 4 S G17 Horizontal 5 S G16 Vertical 6 S G15 Vertical 7 S G14 Horizontal 8 S G13 Vertical 9 S G12 Vertical 10 S G11 Horizontal

Table 4.2 Southampton – Deltares geophone numbering translation table for the switch

4.2 Camera measurements Southampton University

4.2.1 Description of the instruments Southampton used a high speed digital camera to measure deformation of the track. The camera was aimed at a target attached to a geophone. The camera registers how the target moves as the train passes. Inaccuracy occurs due to movement of the tripod on which the camera is mounted. There is no good system to isolate the camera from the moving ground on which it is placed.

4.2.2 Measurements The time base of the processed data is approximately 9 ms per step.

4.3 Acceleration measurements Deltares

4.3.1 Description of the instruments Deltares used accelerometers to measure accelerations at the surface and at depth. Two different accelerometer types are used during the measurement. The specifications of both the Honeywell QA-700 and the QA-800 accelerometer are given in Appendix C. Table 3.4



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shows the used accelerometer type per channel. Table 3.4 applies to both the culvert and switch measurements. Column in .GEF Raw name Direction Accelerometer

type 6 T1_v Vertical QA-800 7 T1_hl Horizontal perpendicular QA-800 8 T1_he Horizontal parallel QA-800 9 T2_v Vertical QA-800 10 T2_hl Horizontal perpendicular QA-800 11 T2_he Horizontal parallel QA-800 12 T4_v Vertical QA-700 13 T4_hl Horizontal perpendicular QA-800 14 T4_he Horizontal parallel QA-800 15 T5_v Vertical QA-700 16 T5_hl Horizontal perpendicular QA-700 17 T5_he Horizontal parallel QA-800 18 Opn5 Horizontal QA-700 19 Opn6 Horizontal QA-700 20 Opn7 Horizontal QA-700 21 Opn9 Horizontal QA-700 22 Opn10 Horizontal QA-700 23 Opn11 Horizontal QA-700 24 Tno13 Horizontal QA-700 25 Tno14 Horizontal QA-700 26 Tno15 Horizontal QA-700 27 Tno16 Horizontal QA-700 28 Tno17 Horizontal QA-700 29 Tno18 Horizontal QA-700 Table 4.3 Accelerometer type per channel


4.3.3 Processing The raw data is integrated twice. The first step of integration gives velocities, the second gives displacements. MatLab is used to process the raw data. Both the raw and the processed data are added to the database.

4.4 Load measurement Gotscha Quo Vadis I system

4.4.1 Description of the instruments The Gotcha Quo Vadis system is a system to measure axle loads of trains at speed. The system measures the load of each individual train that passed the test site. The axle loads correlate to trains with the use of a unique ID. The ID is collected from an RFID chip installed on all trains in the Netherlands. The tag reader was installed on track 1 at the GoGo site.



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4.4.2 Results of the measurements The Qua Vadis system measures the load of all the axles on a train. A complete measurement can have a little as 4 values for a single locomotive or more than 180 for some freight trains.

4.5 Strain measurements DUT

4.5.1 Description of the instruments Delft University of Technology measured the strain in the rails on 5 locations for 14 train passages. The equipment is calibrated by using a Krol with known axle load of about 10 kN.

4.5.2 Measurements To measuring frequency is 1000Hz.

4.5.3 Processing The measurements are processed with the use of Matlab. The layout of the .MAT files is given in chapter 6.

4.6 Deformation measurements Track Height Measurement system (BHM) The Track Height Measuring system measured the level of the track at the culvert both long- and short-term. Additionally the accelerations were measured.

4.6.1 Measurements and processing The track height measuring system measures both the track level and the accelerations at 9 locations. The location of the instruments is given in the next chapter.

4.6.2 Measurements The sampling frequency of the BHM instruments is 10.000 Hz

4.6.3 Processing The measurements are processed with the use of MatLab. The .Mat files are added to the database. The layout of the MatLab files is described in chapter 6. The signals have been compensated for a high-pass filter. A low-pass filter is also applied to the measurements, but has not been compensated.

4.7 Pore water pressure measurements

4.7.1 Description of the instruments The pore water pressures are measured with Druck PCDR 800 pore water transducers. See Appendix E for details.


4.7.3 Processing No processing is applied.



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4.8 Additional Deltares measurements

4.8.1 Description of the instruments The additional measurements consist of light sluices and a digital trigger. The trigger manually activated by the Southampton operator. Deltares stores the signal embedded in the measurement files.

4.8.2 Measurements The trigger signal continuously measures 9,8 V when not activated. When the trigger is activated by pushing a button the signal drops to 0 V until the button is released. The axles of the train breaking the beam of light activates the light sluices. It turns out that the first axle of the train is not always detected.

4.8.3 Processing The Southampton trigger is used in processing to synchronise the measurements from Southampton and Deltares. The time where the signal drops to 0 V is the 0 point of the time scale after processing. The length of the trigger signal can vary, depending on how long the trigger button was held down. In some measurements the trigger was sent to the Deltares system before Deltares started to record the measurements. Where this is the case the trigger is not stored and subsequently can’t be used to synchronise the measurements. This is also the case if only the step from 0 back to 9,8 V was measured. This problem is solved by a manual synchronisation based on the transducers and which were connected to and measured by both set-ups.



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5 Measurements at the culvert

The information on the measurements is divided in the same paragraphs for each measurement. Chapter five and six give location specific information for the culvert and switch. In these chapters the first paragraph gives the information on the location and installation of the instruments. The second paragraph gives an overview of all trains measured by the instruments.

5.1 General description At 4 May 2009, the dynamic measurement at the culvert is carried out. The track at the north side on the embankment was instrumented. This is the same track as measured in May 2008 measurement. The track had been leveled for one year and the hanging sleeper devices had been installed on this track. The dynamic measurements registered the behavior during train passage. Normal service trains are measured. The ordering of the huge amount of data is an important task of this report. The following measurements were installed: Geophones to measure the vertical rail deflection. Surface accelerometers to measure the vertical ballast motion. Accelerometers at depth to measured the motion of the embankment, subsoil and

approach slab. Pore water pressure transducers in the lower part of the embankment. Strain measurements to measure the dynamic axle loads at the culvert. Track Level Measuring System to measure the axle loads and track deflection.

At the track the Track Level measurement system of ProRail/Baas had been installed. This system measures the short term acceleration of the track at 9 positions. It also contains two Gotcha Quo-Vadis transducers measuring the static axle loads of passing trains. To be able to determine the train composition and train speed, two light sluices are placed and registered. These measurements are completed and partly validated by the standard equipment of ProRail, measuring the identification of all trains passed and the Gotcha Quo-Vadis transducer west of Gouda. Finally, some measures are taken to synchronize and validate the measurements. Some channels are exchanged. At some locations two instruments were installed to make a comparison between the instruments possible. This chapter is meant to be the key for tracing the required measurements in the database. The information on the measurements is divided in the same paragraphs for each measurement. In chapter three is the information that is not location specific. The actual data is added to the database. The third paragraph on each measurement gives information on the processing of the data and the results. The processed data and the results are also added tot the database. The structure of the database is described in the final chapter of the report. Chapter four and five give location specific information for the culvert and switch. In these chapters the first paragraph gives the information on the location and installation of the



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instruments. The second paragraph gives an overview of all trains measured by the instruments.


5.2.1 Location and installation of the instruments The instruments are named C-G01 to C-G-10. The location of the instruments is shown in Appendix Figure A1. Additionally Table] A1 shows the coordinates of the instruments.

5.2.2 Measured trains Column 9 and 10 (Southampton Geo) in Table B1 show the trains that are measured. Additionally it gives the filename of the measurement as it is stored in the database for both the raw and the processed measurements.


5.3.1 Location and installation of the instruments The camera was aimed at targets attached to the geophones. Each measurement is named in a fashion that shows to which geophone the target was attached. For instance, measurement Culvert S12-27 pivgeo5.csv was aimed at the target attached to geophone 5. The locations of the geophones is given in Figure A1.

5.3.2 Measured trains An overview of all measured trains is given in Table B1 column 11, named Southampton piv (camera). Like the geophone measurements the filename of the measurement as stored in the database is also given in this column. The correlation between the two Southampton measurements and the Deltares measurements is made according to the time in the raw filename. For some camera measurements this correlation is not evident. Where the match is uncertain, the cell in the column is in a different shade of green compared to the majority of the cells.


5.4.1 Location and installation of the instruments The instruments are named C-AS1 to C-AS12 for the surface accelerometers and C-AD01 to C-AD04 for the accelerometers at depth. The location of the accelerometers, both at the surface and at depth is given in Figure A2 and Table A1.

5.4.2 Measured trains An overview of all measured trains is given in Table B1 column 7 and 8 (Deltares acc & pwp). The filename of the .GEF files is given in the raw data column although these files contain more data than just the accelerometer measurements.

5.5 Load measurement Gotscha Quo Vadis I system

5.5.1 Location of the instruments The Quo Vadis system is installed West of station Gouda, while the test site is east of Gouda. More trains run from Gouda to the west. So, the Quo Vadis system measures trains which did not pass the measurement site, but, all trains that pass the measurement site also pass the Quo Vadis system. To determine which trains did pass the site, the RFID ID is used.



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There are two railway stations between the GoGo test site and the Quo Vadis measuring point. There may be a difference in axle load due to people getting on or off the train at the stations between the Quo Vadis and GoGo test site.

5.5.2 Measured trains Table B1 column 6 (ID) gives the train tag ID. Using this ID the corresponding axle loads can be found in sheet Results_BHM.xls This Excel sheet is placed in the database. In this excel sheets the first column gives the passage time measured by the tag reader mounted at the TLMS, the second column gives the ID number observed by th eTLMS. These data are measured east of Gouda. The remaining columns are registrated weat of Gouda. Based on identical tag number, the following data from the Quo Vadis system west of Gouda is written in this file:

Dutch name of column English name of column and remarks.

Tijdstempel meting QV locatie The passing time at the location west of Gouda

Locatienummer The location number of the Quo Vadis system (this is always 204)

Aantal assen The number of axles related to this tag Totaalgewicht in kN The measured weight related to the tag

Treinnummer

The train number (which can be found in the timetable). A train is not related to a trainset; a train can be composed of one or more trainsets.

Volgnummer as The axle number Aslast in kN The measured axleload in kN

Table 5.1 Quo-Vadis Excel sheet translation table

5.6 Strain measurements DUT

5.6.1 Location and installation of the instruments The location of the instruments is shown in Figure A3

5.6.2 Measured trains Table B1 gives the measured trains in the DUT strain gauges column (number13)

5.7 Deformation measurements Track Height Measurement system (BHM)

5.7.1 Location and installation of the instruments The location of the BHM is shown in Figure A4

5.7.2 Measured trains Table B1 gives the measured train Baas BHM (number12) in Table B1 will be filled in.

5.8 Deltares pore water pressure measurements

5.8.1 Location and installation of the instruments The location of the instruments is given in Figure A5. The instruments are installed by pushing a metal rod, to which the instruments are attached, into the ground.



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5.8.2 Measured trains The pore water pressure measurements results are in the .GEF files. The measured trains are the same as for the Deltares acceleration measurements. The measured trains are given in Table B1 column 7 and 8 Deltares acc & pwp.


5.9.1 Location and installation of the instruments The location of the triggers is given in Table A1. The code for the triggers starts with the letter T. The location of the trigger is not shown in a drawing.



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6 Measurements at the switch

6.1 General description The day after the measurement at the culvert the measurement at the switch were performed. The equipment is more or less the same, but more limited. Most equipment was removed from the culvert and placed on the switch during the night in between. However, the measurement on the switch was more limited. The following measurements was installed: Geophones to measure the vertical rail deflection. Surface accelerometers to measure the vertical ballast motion. Accelerometers at depth to measured the motion of the embankment and subsoil. Pore water pressure transducers in the lower part of the embankment.

At the switch no strain gauges had been installed, the track leveling system was not available. The light sluices were replaced. Further more, the similar information for determination of train speed and train composition was used, and similar measures for synchronization were taken. This chapter focuses on the information which is specific for the switch. It gives a complete overview of all measurements at the switch.


6.2.1 Location and installation of the instruments The locations of the instruments is shown in Figure A2 and Table A1. The instruments are numbered S G11 to S G20.

6.2.2 Measured trains An overview of all measured trains is shown in Table B2, column 8 Southampton Geo.


6.3.1 Location and installation of the instruments See 4.3.1

6.3.2 Measured trains An overview of all measured trains is given in Table B2 column 9 Southampton Piv (camera)


6.4.1 Location and installation of the instruments The accelerometers at the surface are named S AS 13 to S AS26 with numbers 14 and 23 missing. The accelerometers at depth are numbered S AD05 to S AD08. Table A1 shows the coordinates of the instruments. Figure A2 shows the location of the instruments visually.

6.4.2 Measured trains An overview of all measured trains is given in Table B2 column 7: Deltares acc & pwp.



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6.5 Load measurements Gotscha Quo Vadis I system

6.5.1 Location of the instrument See section 5.5.1.

6.5.2 Measured trains Table B.2. column 10 (ID) gives the train tag ID. Using this ID the corresponding axle loads can be found in sheet Results_BHM. This Excel sheet is placed in the database.

6.6 Deltares pore water pressure measurements

6.6.1 Location and installation of the instruments The location of the instruments is given in Figure A5. The instruments are installed by pushing a metal rod, to which the instruments are attached, into the ground.

6.6.2 Measured trains The pore water pressure measurements results are in the .GEF files. The measured trains are the same as for the Deltares acceleration measurements. The measured trains are given in Table B2 column 7 Deltares acc & pwp.


6.7.1 Location of the instruments Table A1 gives the coordinates of the light sluices. There is no drawing of the trigger locations.

6.7.2 Measured trains Every train is supposed to be detected by the light sluices. However, the first axle of the train is not always detected. The digital trigger sent from the Southampton system to the Deltares system is also not always measured. Where this is the case it is noted in the remarks column in Table B1 and B2.



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7 Figures of measurements

This chapter gives information on the Figures, where all measured signals are shown graphically (see Appendix D). The Figures are ordered per measurement set (thus based on the partner who did the measurement). Some general remarks on the usefulness of the measurements are made. It is noted that the scaling on the vertical axis is done automatically. The order of the sub-figures is as far as possible related to the position of the transducer. The ordering is discussed below. Above each graph the channel, number (or geophone) number is shown.

7.1 Measurements of Deltares The measurements of Deltares are ordered in three sets Surface transducers (including those on ballast en sleepers) Deep transducers Pore water transducers and light sluices

7.1.1 Surface transducers The data shown are based on the accelerations twice-integrated with respect to time (done by Coelho). These data are synchronised to the Southampton data. The final 10 s of the measurements is omitted to increase the visibility of the Figures. The signals of the Deltares transducers are multiplied with minus 1, in order to obtain the downward vertical motion in downward direction. This change of sign is not required for the displacements derived from the TNO accelerometers. The signals are re-ordered to facilitate the reading, as shown in Table 7.1. The general principle is that we count along the track in driving direction and secondly from north to south. This leads to: First, the seven surface transducers on the ballast along the north side of Track 1 (north track) are shown. Then the transducer at the slab is shown. Then, the results of the two transducers between the two tracks are shown and finally, the results from the two transducers south of the second track (i.e. south track) are shown. Column 1 Column 2 Column 3 Column 4 AS05 (ch. 18) 1st north

AS10 (ch. 21) 2nd north

AS02 (ch. 22) 3rd north

AS08 (ch. 19) 4th north




AS07 (ch. 23) approach slab

AS04 (ch. 20) 1st middle (ray 1)

AS01 (ch. 25) 2nd middle (ray 1)

AS06 (ch. 24) 1st south (ray 2)

AS03 (ch. 26) 2nd south (ray 2)

Table 7.1 Lay-out of Figures for surface accelerometers Deltares Each train passage has one page on A3, so in total 14 pages. These are shown in Appendix D.1. Channel 22 of Train 1 contains a severe error and cannot be used. The results for Train 47 and Train 68 show vibrations that might be not physical.



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7.1.2 Deep transducers The data shown are based on the accelerations twice integrated whit respect to time (done by Coelho). These data are synchronised to the Southampton data. The final 10 s of the measurements is omitted to increase the visibility of the Figures. For each cone, one column is created. Per column the vertical displacement, the horizontal displacement perpendicular to the track and the displacement parallel with the track are presented. Each train passage has one page on A3, so in total 14 pages. These are shown in Appendix D.2.

7.1.3 Pore water transducers and light sluices The data from other instruments than the accelerometers are the light sluices, triggers and pore water pressures. The signals of the light sluices had missing values. These are indicated in the file with 1E20. These missing values are assumed zero. From the remaining signals, the train speed is calculated from the first observation above +5 V. The distance between the sluices is 30.42 m, obtained from the GPS measurements. The resulting train speed is mentioned in the legend of each appendix and summarized in the Table below. Train Speed

[m/s] Speed [km/h]

1 28.5 103 8 27.6 99 14 27.1 98 20 27.8 100 26 30.7 111 33 31.3 113 36 29.5 106 40 31.8 114 43 30.4 109 47 20.3 73 50 27.6 99 56 28.4 102 62 28.9 104 68 19.3 69

Table 7.2 Train speed from light sluices Each train passage has one page on A4, so in total 14 pages. These are shown in Appendix D.3.

7.2 Measurements of Southampton University The displacements found from the geophones are integrated with respect to time to found the displacements. Together with the camera data, these data are shown in Appendix D.4. The displacements are shifted in time, according the trigger or by finding the best fit for the common displacements from the accelerometer (done by Coelho). The camera measurements are shown without any shifting. The final 10 s of the measurements is omitted to increase the visibility of the Figures. The camera data are plotted on the similar timescale as the geophone data. These data are multiplied with -1 to obtain a downward motion in downward direction. The signals from the surface transducers at the north side of the track are shown in the two upper rows of the Figure. The signals from the transducer on the approach slab, from the transducer at the south side of the track and the camera results are shown in the third row (at



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the bottom). The right-hand-side figure on the second row shows the result of the camera (identical to the figure below) together with the result form the geophone in one picture. This figure has no legend, the first signal is from the camera, and the second is from the geophone. Each train passage has one page on A3, so in total 14 pages. These are shown in Appendix D.4.

7.3 Measurements of Delft University of Technology The wheel forces are calculated from the strain, using the calibration factors. The measurements are shown, together with the light sluice A, the first one that is passed by the trains. The transducers are order taking into account the driving direction of the trains. Each train passage has one page on A4, so in total 14 pages. These are shown in Appendix D.5.

7.4 Measurements of Track Level Measurement system The displacements calculated from the accelerations measured by the TLMS are shown in the final Appendix. Only the trains that are also measured by the other equipment are shown The trains numbered 1 and 33 are missing in the delivered dataset. The time interval between 2 and 22 s is shown. The graphs are order according to the driving direction. Each train passage has one page on A4, so in total 12 pages. These are shown in Appendix D.6.

7.5 Measurements of trains on the south track The surface accelerometers in the two rays together with the deep accelerometers in the embankment are used to evaluate the (rigid) body motions of the embankment. To evaluate the validity of these measurements, all vertical displacements in these nine instruments are shown in Appendix D7. The first row of figures refers to the first ray of the culvert, the second row to the second ray at the culvert, and the third row to the deep accelerometers.



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8 Short term 2009 database

All measured data is gathered in the short-term database. This database contains all measurements mentioned in this report. The data is as much as possible supplied in both raw data as measured, and processed data. Additionally various extra sources of information that are available are added to the database as well as specialised file readers and so on. The different measurements files, both raw and processed, are all named in the tables of Appendix B. These tables are added digitally to the database as well.

8.1 Structure of the database There are folders for each type of measurement. In the folder for each measurement there are separate folders for raw and processed data. The names of the raw data files are unaltered and remain as made in the field. In all file names the time or the number of the train passage is given to ensure that every name is unique. The time mentioned in the file name for the Deltares and Southampton measurements is often slightly different. These different times are matched to train passages in the overview sheets, Table B1 and B2. Using these sheets it is easy to see which file corresponds to a certain train passage. The sheets also give the train speed and length that is derived from the triggers, and information on the other measurements.

Type of measurement Location Status Baas TLMS Culvert Raw

Raw Culvert Processed Raw

Deltares

Switch Processed

TUD strain Culvert Processed Prorail GQV Culvert & Switch Processed

Culvert Processed Southampton Camera Switch Processed

Raw Culvert Processed Raw

Southampton Geophone

Switch Processed

Table 8.1 Tree structure of the database



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The following file types are used in the database

File extension Type of content Corresponding programme .GEF Data (matrix) GEF viewer .EPS Image Ghostview .MAT Data (matrix) MatLab .XLS Data (table) MS Excel .JPG Picture MS picture viewer .MPG Movie clip MS media player .DOC Text MS Word .PDF Image / text Adobe Reader .DWG Drawing Autodesk Autocad .TXT Text / Data MS Wordpad

Table 8.2 Specification of file types in the database

8.1.1 Velocity measurements Southampton The Southampton Velocity measurements are stored in a separate folder. The velocity measurements are divided in raw and processed data. The raw data is stored in .xls files. The processed data is stored as MatLab matrices. The unprocessed data gives the velocities as measured on the site. Each geophone data file is named sequentially with regard to time. Therefore file S1_10.59Vel.xls was the 1st train recorded at 10.59. Vel relates to the unprocessed velocity data from the geophone. At what time train number 14 passed the site is shown in the overview tables of Appendix B. Both the Vel (.xls) and displacement files (.mat) contain 11 columns. The data is the columns is as given in the following table. The corresponding instrument codes is found in Table 3.2 and 3.3 which give the relation between the Southampton an Deltares field numbering of the instruments. Column Data in column Unit (processed data) 1 Time s 2 Geophone 1 m/s2 3 Geophone 2 m/s2 4 Geophone 3 m/s2 5 Geophone 4 m/s2 6 Geophone 5 m/s2 7 Geophone 6 m/s2 8 Geophone 7 m/s2 9 Geophone 8 m/s2 10 Geophone 9 m/s2 11 Geophone 10 m/s2

Table 8.3 Geophone measurement column specifications There is only one .MAT file for the geophone measurements. All trainpassages are stored as separate variables in these files. The name of these files is as following S_tr_(trainnumber)

The layout of these files is as given in Table 6.1



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The number of the trainpassage is shown in Table B1, column 2 train no. There is a difference between the Southampton numbering and the Deltares field numbering as shown in Figure A1. A translation table for the different numberings is in paragraph 3.2.5. The time column is in seconds and starts from when the signal was sent to the Deltares system. The displacement files are in mm, the velocity files are in mm/s.

8.1.2 Camera measurements Southampton The structure of the Camera measurements is identical to the Southampton velocity measurements. They are placed in the Southampton measurements folder, and divided into switch an culvert measurements. There is no raw data for the camera measurements. The Piv files are named to give the time of test and on what geophone station was measured. Therefore Culvert S 2-57Pivgeo3 relates to a measurement on the culvert at 2.57 using the PIV system at position of geophone 3. For the Piv files the 1st column relates to time, and is in milliseconds. Column 1=Vertical displacement, Column 2=horizontal displacement. All displacements are in mm.

8.1.3 Deltares measurements All Deltares measurements are stored in the same file. Each of these .GEF files contains the acceleration, pore water pressure, and “additional” measurements. The Deltares measurements are placed in Culvert and Switch folders, and separated into raw and processed data. The used calibration factors are described in .txt files, which are placed in the raw data folders. The raw data files names start with the date of the measurement followed by the time of the train passage. The Data is stored as .GEF (Geotechnical Exchange Format) file, a Dutch standard. Software for viewing and manipulating of GEF files is available at http://www.geffiles.org/weggeven/software.html free of charge (text in English). Alternatively, the files can be opened with the use of Excel. The data in the different columns is specified in the following tables.



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Column Name raw Location Direction Instrument

code Unit

1 Tijd (time) - n/a n/a s 2 Index - n/a n/a - 3 Lichtsluis A - n/a T_OOG-A v 4 Lichtsluis B - n/a T_OOG-B v 5 Trigger

Southampton - n/a n/a v

6 T1_v Sand Vertical C AD02 m/s2 7 T1_hl Sand Horizontal

perpendicular C AD02 m/s2

8 T1_he Sand Horizontal parallel C AD02 m/s2 9 T2_v Sand Vertical C AD01 m/s2 10 T2_hl Sand Horizontal


11 T2_he Sand Horizontal parallel C AD01 m/s2 12 T4_v Clay Vertical C AD03 m/s2 13 T4_hl Clay Horizontal


14 T4_he Clay Horizontal parallel C AD03 m/s2 15 T5_v Sand Vertical C AD04 m/s2 16 T5_hl Sand Horizontal


17 T5_he Sand Horizontal parallel C AD04 m/s2 18 Opn5 Ballast Vertical C AS05 m/s2 19 Opn6 Sleeper Vertical C AS08 m/s2 20 Opn7 Ballast Vertical C AS04 m/s2 21 Opn9 Ballast Vertical C AS10 m/s2 22 Opn10 Ballast Vertical C AS02 m/s2 23 Opn11 Slab Vertical C AS07 m/s2 24 Tno13 Sleeper Vertical C AS06 m/s2 25 Tno14 Ballast Vertical C AS01 m/s2 26 Tno15 Ballast Vertical C AS03 m/s2 27 Tno16 Ballast Vertical C AS09 m/s2 28 Tno17 Ballast Vertical C AS11 m/s2 29 Tno18 Ballast Vertical C AS12 m/s2 30 Pr498 Sand n/a kPa 31 Pr532 Sand n/a kPa

Table 8.4 Deltares culvert .gef file raw data column specifications For the culvert measurements, the first 18 files have a different layout. Until 12:03 the first three columns are switched to the last three columns. All other columns are moved three places to the front. So T1_v becomes column 1, T1_hl becomes column 2 and so on. After 12:03 the columns are as given in the table.



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Column Name raw Location Direction Instrument

code Unit

1 Tijd (time) - n/a n/a s 2 Index - n/a n/a - 3 Lichtsluis A - n/a T_OOG-1 v 4 Lichtsluis B - n/a T_OOG-2 v 5 Trigger

Southampton - n/a n/a v

6 T1_v Vertical m/s2 7 T1_hl Horizontal

perpendicular m/s2

8 T1_he Horizontal parallel m/s2 9 T2_v Vertical m/s2 10 T2_hl Horizontal

perpendicular m/s2


perpendicular m/s2


perpendicular m/s2

17 T5_he Horizontal parallel m/s2 18 Opn5 Horizontal m/s2 19 Opn6 Horizontal S AS25 m/s2 20 Opn7 Horizontal S AS24 m/s2 21 Opn9 Horizontal S AS13 m/s2 22 Opn10 Vertical S AS22 m/s2 23 Opn11 Vertical S AS26 m/s2 24 Tno13 Vertical m/s2 25 Tno14 Vertical S AS15 m/s2 26 Tno15 Vertical S AS17 m/s2 27 Tno16 Vertical S AS20 m/s2 28 Tno17 Vertical S AS16 m/s2 29 Tno18 Vertical m/s2 30 Pr498 Sand n/a kPa 31 Pr532 Sand n/a kPa

Table 8.5 Deltares switch .gef file raw data column specifications The processed data is stored in separate folders as .MAT files. The layout of the files is identical to the .GEF files. Sometimes the files do not contain the trigger, which makes synchronisation impossible. Where this is the case it is noted in the remarks column in the overview tables (Appendix B).



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The .MAT files contain 3 variables: t_tr_(trainnumber)

Time. i1_tr_(trainnumber)

Result of the first integration step, giving velocities d_tr_(trainnumber.

Results of the second integration step, giving displacements. The layout of the variable is as given in Table 6.3

8.1.4 DUT strain gauges The strain gauges are only available for the culvert, there is no strain measurement for the switch. In addition, there is no unprocessed data for the strain gauges. The single .MAT file in the database contains all measured strain data. The individual measurments are named strg_tr_(trainnumber) The layout of the strain gauge file as given in Table 6.4

Column number Data in column Unit 1 Time s 2 Strain gauge 1 kN 3 Strain gauge 2 kN 4 Strain gauge 3 kN 5 Strain gauge 4 kN 6 Strain gauge 5 kN 7 Light sluice data V

Table 8.6 Strain gauge .MAT file column specifications The measurements are named after the number of the train passage. This number is given in the overview sheets, column 2: train no. Not all train passages are numbered by DUT. This makes that the numbering of the train passages is not always sequentially.

8.1.5 Quotcha quo vadis The results of the pro vadis system are stored in a single .XLS file for both measuring days. Each train has an unique ID as described in chapter 3. This ID is given in the overview sheet that can be found both in the database and in Appendix B. Using the ID the axle loads can be found in the .XLS sheet. The axles are numbered sequentially in the sheet. The system measures each axle individually and gives the load in kN. This means that a single measurement can vary in length depending on the number of axles on the measured train.



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8.1.6 Baas BHM The Track Height Measuring system was installed at the culvert only. The raw and processed data are stored in the same .MAT files. These files are stored in the Track height measuring system folder. The short-term measurement is stored as .MAT files. The following variables are defined in the files: 'Geom_herken’

Gives the measured train type. The used abreviations of the train types are described in the field survey report.

'SensorClipping', Gives the numbers of the instruments that have reached the top measuring limit at any time during the measurement.

'SignalAccDirect' Measured accelerations in m/s2

'SignalAcc', The measured accelerations corrected for non-linear response of the instruments in m/s2.

'DataInt2', Integrated accelerometer signal without compensation for the applied filter in m/s2.

'DataInt2FilterCorrectie'. Integrated acceleromter signal compensated for the applied high-pass filter. Low-pass filter is not compensated. Signal is in m/s2.

'Fs', Sample frequency in Hz. 'Sensoren',

Numbering of the instruments 'Pos', The vertical position of the instruments in mm.

The data from the BHM is stored in the Baas BHM folder under processed data. This folders also contains some M-files.



A-1

A Locations of instruments

Instrument code X-coordinate Y-coordinate Z-coordinate S AD05 111683,391 447504,311 -0,15

C AD01 111571,577 447519,675 0,03

C AD02 111571,259 447517,174 -0,07

C AD03 111570,197 447518,471 -0,06

C AD04 111570,121 447518,485 -0,05

C AS01 111567,699 447517,810 -0,05

C AS02 111567,951 447519,924 -0,13

C AS03 111567,185 447514,501 -0,09

C AS04 111574,325 447516,908 -0,04

C AS05 111574,564 447518,994 -0,12

C AS06 111573,831 447513,757 -0,06

C AS07 111566,040 447519,079 -0,76

C AS08 111565,560 447520,309 -0,15

C AS09 111558,962 447521,082 -0,11

C AS10 111570,431 447519,609 -0,06

C AS11 111557,132 447521,336 -0,16

C AS12 111554,153 447521,765 -0,17

C BHM01 111549,907 447522,142 0,16

C BHM02 111574,533 447518,641 0,15

C G01 111562,212 447520,767 -0,01

C G02 111565,300 447520,300 0,01

C G03 111564,942 447518,198 -0,01

C G04 111566,035 447519,081 -0,75

C G05 111567,641 447519,922 -0,03

C G06 111565,563 447520,304 -0,16

C G07 111570,068 447519,613 -0,01

C G08 111559,171 447521,208 -0,03

C G09 111556,875 447521,478 -0,04

C G10 111553,806 447521,961 -0,03

C H01 111553,602 447519,727 -0,01

C H02 111555,399 447519,460 0,00

C H03 111556,615 447519,297 0,01

C H04 111557,790 447519,162 0,00

C H05 111558,990 447518,980 0,00

C H06 111560,212 447518,779 0,02

C H07 111561,972 447518,454 0,02

C H08 111563,820 447518,295 0,02

C H09 111565,041 447518,089 0,03

C H10 111565,643 447518,122 0,01

C H11 111566,133 447518,079 0,04

C H12 111566,723 447517,821 -0,01

C H13 111567,892 447517,633 0,01

C H14 111569,687 447517,394 0,04



A-2

Instrument code X-coordinate Y-coordinate Z-coordinate C H15 111570,902 447517,210 0,00

C H16 111569,555 447519,786 -0,03

C H17 111565,334 447520,314 -0,02

C P01 111567,913 447518,769 -0,22

C P02 111556,978 447520,323 -0,30

C R01 111569,948 447517,896 -0,02

C R02 111570,123 447519,155 -0,03

C R03 111565,160 447518,543 0,00

C R04 111565,335 447519,801 -0,01

C R05 111556,889 447521,041 -0,03

C S15 111569,009 447518,430 -0,01

S AD06 111683,190 447500,955 -0,08

S AD07 111621,066 447512,838 -0,07

S AD08 111620,303 447508,058 -0,09

S AD-5 111683,46 447504,39 -0,11

S AD-6 111683,16 447501,09 -0,03

S AD-7 111621,16 447512,93 -0,03

S AD-8 111620,31 447508,11 -0,01

S AS13 111700,53 447500,39 -0,06

S AS-15 111641,37 447508,44 -0,07

S AS-16 111631,78 447509,68 -0,08

S AS-17 111631,50 447507,31 -0,07

S AS18 111627,03 447510,63 -0,08

S AS19 111627,03 447510,63 -0,08

S AS-20 111621,98 447509,54 -0,07

S AS-21 111626,93 447510,42 -0,09

S AS22 111700,53 447500,39 -0,06

S AS24 111676,51 447503,39 -0,05

S AS-25 111691,02 447501,49 -0,08

S AS-26 111691,01 447501,49 -0,07

S G11 111695,85 447500,81 -0,06

S G12 111695,86 447500,83 -0,06

S G13 111691,04 447501,59 -0,05

S G14 111691,03 447501,59 -0,05

S G15 111686,02 447501,99 -0,03

S G16 111641,39 447508,34 -0,06

S G17 111631,90 447509,69 -0,08

S G18 111631,88 447509,69 -0,07

S G19 111622,19 447510,88 -0,05

S G20 111622,18 447510,88 -0,05

S H137 111635,81 447506,78 -0,06

S H138 111635,29 447506,79 -0,07

S H141 111633,30 447506,98 -0,06

S H142 111632,82 447507,02 -0,05

S H143 111632,07 447507,18 -0,06

S H144 111631,62 447507,23 -0,06



A-3

Instrument code X-coordinate Y-coordinate Z-coordinate S P03 111683,306 447502,585 -0,16

S P04 111621,251 447511,112 -0,15

S S13 111615,003 447510,089 -0,09

S S14 111682,107 447502,622 -0,18

S T1 111691,17 447503,05 -0,06

S T2 111631,91 447510,94 -0,09

T OOG-1 111708,42 447503,51 -0,50

T OOG-2 111678,14 447507,76 -0,61

T OOG-A 111600,086 447518,439 -0,56

T OOG-B 111569,779 447521,035 0,00

S H149 111628,46 447507,57 -0,05

S H150 111627,96 447507,60 -0,06

S H28 111701,58 447499,37 -0,06

S H29 111701,12 447499,41 -0,06

S H38 111695,61 447500,05 -0,06

S H39 111695,16 447500,09 -0,06

S H48 111689,62 447500,54 -0,05

S H56 111684,57 447501,14 -0,05

S H57 111684,15 447501,18 -0,06

Table A.1 GPS coordination of all instruments Figure A.8.1 Location of geophones Figure A.8.2 Location of accelerometers Figure A.8.3 Location of strain gauges Figure A.8.4 Location of BHM Figure A.8.5 Location of pore water pressure gauges



B-1

B Overview of all measured trains and all corresponding files

Table B.1 Overview measured trains at the culvert Table B.2 Overview measured trains at the switch



C-1

C Train data

The units of the data in the train data tables are as shown in the following Table:

length of car from bumper to bumper [m] mass of car [kg] moment of inertia of car [kgm^2] damping between car and bogie [Ns/m] spring stiffness between car and bogie [N/m]

Bak (car)

distance between centre of car and centre of bogie

[m]

mass bogie [kg] moment of inertia of bogie [kgm^2] damping between bogie and wheel [Ns/m] spring stiffnes between bogie and wheel [N/m] distance between centre of bogie and wheel axle

[m]

draaistel (bogie)

number of wheel axles on bogie [-] mass of wheelset [kg] radius of wheelset [m] conicity [-] number of harmonics describing non-roundness

[-]

wielstel (wheelset)

non-roundness per harmonic [m] Table C.1 Structure of train data

Figure C.1 1700-series locomotive with carriages on the test site (Mat 64 on rear track)



C-2

Table C.2 1700 series loc and ICR carriage data

Traintype:

Locomotive 1700 series

ICR_carriage_empty

ICR_carriage_loaded

length of car from bumper to bumper 17,9 25 25 mass of car 40300 54000 66000 moment of inertia of car 157797,3971 812250 992750 damping between car and bogie 139000 35400 35400 spring stiffness between car and bogie 24000000 800000 800000

Car (bak)

distance between centre of car and centre of bogie 4,847 9,5 9,5 mass bogie 16796 3400 3400 moment of inertia of bogie 10973,38667 1856,853333 1856,853333 damping between bogie and wheel 45700 10000 10000 spring stiffnes between bogie and wheel 2232000 1800000 1800000 distance between centre of bogie and wheel axle 1,4 1,28 1,28

Bogie (draaistel)

number of wheel axles on bogie 2 2 2 mass of wheelset 3032,5 750 750 radius of wheelset 0,5 0,48 0,48 conicity 0,05 0,05 0,05 number of harmonics describing non-roundness 1 1 1 non-roundness per harmonic 0,0001 0,0001 0,0001 wheelset

(wielstel) location of bumper (m) 0 0 0 first wheel 2,703 1,72 1,72 second 5,503 4,28 4,28 third 12,397 20,72 20,72

Calculated by victor hopman Deltares fourth 15,197 23,28 23,28



C-3

Figure C.2 Mat 64 type V on the test site



C-4

Traintype: mat64_undriven_empty mat64_undriven_loaded

length of car from bumper to bumper 24,93 24,93 mass of car 28800 38000 moment of inertia of car 247107 326043,9583 damping between car and bogie 23200 35900 spring stiffness between car and bogie 1000000 1500000

Car (bak)

distance between center of car and centre of bogie 7,175 7,175 mass bogie 3000 3000 moment of inertia of bogie 1890,625 1890,625 damping between bogie and wheel 4330,127019 4330,127019 spring stiffnes between bogie and wheel 2500000 2500000 distance between center of bogie and wheel axle 1,375 1,375

Bogie (draaistel)

number of wheel axles on bogie 2 2 mass of wheelset 825 825 radius of wheelset 0,46 0,46 conicity 0,05 0,05 number of harmonics describing non-roundness 1 1 non-roundness per harmonic 0,0001 0,0001 wheelset

(wielstel) location of bumper (m) 0 0 first wheel 3,915 3,915 second 6,665 6,665 third 18,265 18,265

Calculated by victor hopman Deltares fourth 21,015 21,015 Table C.3 Mat 64 undriven cars data



C-5

Traintype: ICM_undriven_empty ICM_undriven_loaded

length of car from bumper to bumper 27,05 27,05 mass of car 30200 42200 moment of inertia of car 454258,3333 634758,3333 damping between car and bogie 28500 35800 spring stiffness between car and bogie 1353000 1593000

Car (bak) distance between center of car and centre of bogie 9,5 9,5 mass bogie 2600 2600 moment of inertia of bogie 1354,166667 1354,166667 damping between bogie and wheel 3866,522986 1250 spring stiffnes between bogie and wheel 2300000 2800000 distance between center of bogie and wheel axle 1,25 1,25

Bogie (draaistel)

number of wheel axles on bogie 2 2 mass of wheelset 875 875 radius of wheelset 0,46 0,46 conicity 0,05 0,05 number of harmonics describing non-roundness 1 1

wheelset (wielstel)

non-roundness per harmonic 0,0001 0,0001 location of bumper (m) 0 0 first wheel 2,775 2,775 second 5,275 5,275 third 21,775 21,775

Calculated by victor hopman Deltares fourth 24,275 24,275 Table C.4 ICM undriven cars data



C-6

Traintype: ICM_driven_empty ICM_driven_loaded

length of car from bumper to bumper 26,05 26,05 mass of car 28800 39000 moment of inertia of car 433200 586625 damping between car and bogie 32400 39700 spring stiffness between car and bogie 1481000 1719000

Car (bak)

distance between centre of car and centre of bogie 9,5 9,5 mass bogie 6100 6100 moment of inertia of bogie 3177,083333 3177,083333 damping between bogie and wheel 5000 5000 spring stiffnes between bogie and wheel 2300000 2800000 distance between centre of bogie and wheel axle 1,25 1,25

Bogie (draaistel)

number of wheel axles on bogie 2 2 mass of wheelset 1500 1500 radius of wheelset 0,46 0,46 conicity 0,05 0,05 number of harmonics describing non-roundness 1 1 wheelset

(wielstel) non-roundness per harmonic 0,0001 0,0001 location of bumper (m) 25 0 first wheel 2,275 2,275 second 4,775 4,775 third 21,275 21,275

Calculated by victor hopman Deltares fourth 23,775 23,775 Table C.5 ICM driven cars data



C-7

Figure C.3 Double decker type-VI on test site



C-8

Traintype: DD_undriven_empty DD_undriven_loaded

Car length of car from bumper to bumper 28,2 28,2

(bak) mass of car 37732 49140 moment of inertia of car 628866,6667 819000

damping between car and bogie 32000 39400

spring stiffness between car and bogie 1354000 1582000

distance between centre of car and centre of bogie 10 10

Bogie mass bogie 3006 3006 (draaistel) moment of inertia of bogie 1565,625 1565,625

damping between bogie and wheel 1250 1250

spring stiffnes between bogie and wheel 2400000 2569000

distance between centre of bogie and wheel axle 1,25 1,25

number of wheel axles on bogie 2 2

wheelset mass of wheelset 1737,5 1737,5 (wielstel) radius of wheelset 0,46 0,46 conicity 0,05 0,05

number of harmonics describing non-roundness 1 1

non-roundness per harmonic 0,0001 0,0001

Calculated location of bumper (m) 0 0 by victor first wheel 2,85 2,85 hopman second 5,35 5,35 Deltares third 22,85 22,85 fourth 25,35 25,35 Table C.6 Double decker driven car data



C-9

Traintype: DD_driven front_empty DD_driven front_loaded


(bak) mass of car 45318 56378

moment of inertia of car 755300 939633,3333




Bogie mass bogie 3772 3772

(draaistel) moment of inertia of bogie 1964,583333 1964,583333


spring stiffness between bogie and wheel 2445000 2445000



wheel set mass of wheelset 1819 1819 (wielstel) radius of wheelset 0,46 0,46 conicity 0,05 0,05



Calculated location of bumper (m) 0 30 by victor first wheel 2,85 2,85 hopman second 5,35 5,35 Deltares third 22,85 22,85 fourth 25,35 25,35

Table C.7 Double decker driven front car data



C-10

Traintype: DD_driven middle

_empty DD_driven middle_

loaded


(bak) mass of car 45318 56378

moment of inertia of car 755300 939633,3333




Bogie mass bogie 5602 5602

(draaistel) moment of inertia of bogie 3530,427083 3530,427083


spring stiffnes between bogie and wheel 3652000 3652000



wheelset mass of wheelset 2404 2404 (wielstel) radius of wheelset 0,46 0,46 conicity 0,05 0,05



Calculated location of bumper (m) 0 0 by victor first wheel 2,725 2,725 hopman second 5,475 5,475 Deltares third 22,725 22,725 fourth 25,475 25,475

Table C.8 Double decker driven middle car data



C-11

Traintype: DD_PP_driven middle

_empty DD_PP_driven middle_

loaded


(bak) mass of car 64.200 78.000

moment of inertia of car 1.070.000 1.300.000

damping between car and bogie 30.300 44.400

spring stiffness between car and bogie 1.407.000 1.863.000


Bogie mass bogie 3.600 3.600

(draaistel) moment of inertia of bogie 1.875 1.875

damping between bogie and wheel 4.837 5.640

spring stiffness between bogie and wheel 2.600.000 3.534.000



wheelset mass of wheelset 750 750 (wielstel) radius of wheelset 0,46 0,46 conicity 0,05 0,05



Calculated location of bumper (m) by victor first wheel hopman second Deltares third fourth Table C.9 DD-PP data



C-12

For the Thalys only the axle loads and spacing are available.

Axle position from front [m] Load [kN] 0 170

3.0 170 14.0 170 17.0 170

20.275 163 23.275 163 38.975 170 41.975 170 57.675 170 60.675 170 76.375 170 79.375 170 95.075 170 98.075 170 113.775 170 116.775 170 132.475 170 135.475 170 151.175 170 154.175 170 169.875 163 172.875 163 176.15 170 179.15 170 190.15 170 19315 170

Table C.10 Thalys axle loads and spacing



D-1

D Plots of almost all measured signals

Figure D.1 Surface accelerometers Deltares Figure D.2 Deep accelerometers Deltares Figure D.3 Other Deltares transducers Figure D.4 Geophone and camera signals Southampton Figure D.5 Strain gauges Delft University of Technology Figure D.6 Displacements from TLMS Figure D.7 Measured trains on south track



E-1

E Specifications of the instruments

Figure E.1 Deltares High pass filter



E-2

Figure E.2 Deltares Low pass filter



E-3

Figure E.3 Honeywell QA-700 Accelerometer product sheet



E-4

Figure E.4 Honeywell QA-700 Performance characteristics



E-5

Figure E.5 QA700 frequency response (typical)



E-6

Figure E.6 Honeywell QA-700 Accelerometer product sheet



E-7

Figure E.7 Honeywell QA-800 Performance characteristics



E-8

Figure E.8 LF-24 low frequency Geophone



E-9

Figure E.9 Specifications LF-24 low frequency Geophone

Date post:	24-Jan-2022
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Delft Cluster Railway transition zones & switches

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