BS EN 13230-3-2009

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ICS 45.080; 91.100.30; 93.100

Railway applications

— Track — Concrete

sleepers and bearers

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This British Standard was published under the authority of the Standards Policy and Strategy Committee on 30 June 2009.

Amendments/corrigenda issued since publication

Date Comments

National foreword

This British Standard is the UK implementation of EN 13230-3:2009. It supersedes BS EN 13230-3:2002 which is withdrawn.

The UK participation in its preparation was entrusted to Technical Committee RAE/2, Railway track components.

A list of organizations represented on this committee can be obtained on request to its secretary.

This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application.

Compliance with a British Standard cannot confer immunity from legal obligations.

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NORME EUROPÉENNE

EUROPÄISCHE NORM

_{June 2009}

ICS 91.100.30; 93.100 Supersedes EN 13230-3:2002

English Version

Railway applications Track Concrete sleepers and bearers

-Part 3: Twin-block reinforced sleepers

Applications ferroviaires - Voie - Traverses et support en béton - Partie 3 : Traverses biblocs en béton armé

Bahnanwendungen - Oberbau - Gleis- und Weichenschwellen aus Beton - Teil 3: Bewehrte

Zweiblockschwellen

This European Standard was approved by CEN on 14 May 2009.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION C O M I T É E U R O P É E N D E N O R M A L I S A T I O N E U R O P Ä I S C H E S K O M I T E E F Ü R N O R M U N G

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Foreword

This document (EN 13230-3:2009) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN.

This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by December 2009, and conflicting national standards shall be withdrawn at the latest by December 2009.

Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights. This document supersedes EN 13230-3:2002.

This European Standard is one of the series EN 13230 "Railway applications – Track – Concrete sleepers and bearers", which consists of the following parts:

 Part 1: General requirements

 Part 2: Prestressed monoblock sleepers  Part 3: Twin-block reinforced sleepers

 Part 4: Prestressed bearers for switches and crossings  Part 5: Special elements

This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EC Directive 2008/57/EC.

For relationship with EC Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document.

According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom.

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Introduction

This part of the standard defines the specific requirements dedicated to twin-block reinforced sleepers.

These are additional requirements to EN 13230-1:2009 and are necessary to have a complete standard dealing with twin-block reinforced sleepers.

The document specifies the test arrangements and the test procedures to implement and also the corresponding acceptance criteria just as the design approval tests

It also specifies the steel connecting bar characteristics and the design criteria for incorporating the steel connecting bar within the twin-block reinforced sleepers.

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1 Scope

This part of EN 13230 defines technical criteria and control procedures for designing and manufacturing twin-block reinforced concrete sleepers.

2 Normative

references

The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.

EN 206-1, Concrete – Part 1: Specification, performance, production and conformity

EN 10002-1, Metallic materials – Tensile testing – Part 1: Method of test at ambient temperature EN 13230-1:2009, Railway applications – Track – Concrete sleepers and bearers – Part 1: General

requirements

EN ISO 6506-1, Metallic materials – Brinell hardness test – Part 1: Test method (ISO 6506-1:1999)

3 Terms and definitions

For the purposes of this document, the terms and definitions given in EN 13230-1:2009 and the following apply.

3.1

steel connecting bar

steel profile which connects reinforced concrete blocks

4 Product

testing

4.1 Test

arrangements

This section defines the testing regime and rules for acceptance of twin-block concrete sleepers. The layout of test arrangements for the rail seat section tests are defined in this section.

4.1.1 Symbols

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Table 1 — Symbols

Symbol Designation

Fr₀ Positive initial reference test load for the rail seat section, in kN

Fr_0n Negative initial reference test load at rail seat section, in kN; Fr_0n = ½· Fr₀

Fr_r Positive test load which produces first crack formation at the bottom of the rail seat section, in kN

Fr_rn Negative test load which produces first crack formation at the top of rail seat, in kN

Fr_0,05 Maximum test load for which a crack width of 0,05 mm at the bottom of the rail seat section persists after removal of the load, in kN

Fr_0,05n Maximum test load for which a crack width of 0,05 mm at the top of rail seat section persists

after removal of the load, in kN

Fr_0,5 Maximum test load for which a crack width of 0,5 mm at the bottom of the rail seat section persists after removal of the load, in kN

Fr_B Maximum positive test load at the rail seat section which cannot be increased, in kN

Fr_Bn Maximum negative test load on the top of rail seat section which cannot be increased, in kN

Fr_u Lower test load for the rail seat section dynamic test; Fr_u = 50 kN

L_p Design distance between the centre line of the rail seat to the edge of the sleeper at the bottom, in m

L_r Design distance between the articulated support centre lines for the test arrangement at the rail seat section, in m

Mdr Positive design bending moment at rail seat, in kNm

k1s Static coefficient to be used for calculation of Fr0,05or Fr0,05n test load

k_2s Static coefficient to be used for calculation of Fr_0,5 or Fr_B test load

k_1d Dynamic coefficient to be used for calculation of Fr_0,05 test load

k_2d Dynamic coefficient to be used for calculation of Fr_0,5 or Fr_B test load

4.1.2 Rail seat section

The arrangement for the rail seat positive load test is shown in Figure 1. The position of articulated supports (L_r) is defined in Table 2.

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Key

1 Rigid support

2 Articulated support (see Annex A for details) 3 Resilient pad (see Annex A for details) 4 Reinforced concrete block

5 Standard rail pad as defined by the purchaser 6 Tapered packing (see Annex A for details)

7 Lateral stop and base plate when used. To be agreed by the purchaser

Figure 1 — Test arrangement at the rail seat section (positive bending moment)

The test arrangement for the rail seat negative load test is shown in Figure 2, the value of L_r in relation to L_p.is detailed in Table 2.

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Key

1 Rigid support

2 Articulated support (see Annex A for details) 3 Resilient pad (see Annex A for details) 4 Reinforced concrete block

5 Special tapered packing 6 Special tapered packing

Figure 2 — Test arrangement at the rail seat section (negative bending moment) Table 2 — Value of L_r in relation to L_p

L_p in m L_r in m L_p < 0,349 0,350 ≤ L_p < 0,399 0,400 ≤ L_p < 0,449 L_p ≥ 0,450 0,3 0,4 0,5 0,6

4.2 Test

procedures

4.2.1 Test loads

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1 , 0 4 r 0 =_L Mdr₋ Fr in kN (1)

Table 3 — Value of Fr₀ in relation to L_r

L_r in m 0,4 0,5 0,6

Fr₀ in kN 13 Mdr 10 Mdr 8 Mdr

For the definition of Mdr: see EN 13230-1:2009, Clause 3.

4.2.2 Static test

The static test procedure at the rail seat section for design approval and routine tests is shown in Figures 3, 4 and 5.

Key

1 Load 2 Time

3 Crack checking (maximum duration 5 min) 4 120 kN/minute maximum

5 From 10 s minimum to 5 min maximum A Required part of test

B Optional part of test

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Key

1 Load 2 Time

3 Crack checking (maximum duration 5 min) 4 120 kN/min maximum

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Key

1 Load 2 Time

3 Crack checking (maximum duration 5 min) 4 120 kN/min maximum

Figure 5 — Static test procedure at the rail seat section for positive routine test

Loading in the routine test may be continued to Fr_0,05 and provide information on the margin between

k_1s × Fr₀ and Fr_0,05. This is not part of the pass/fail criteria.

4.2.3 Dynamic test

The dynamic test procedure at the rail seat section is shown in Figures 6 and 7. The dynamic test arrangement is shown in Figure 1. The test is carried out on only one block after cutting the steel connecting bar.

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Key

1 Load 2 Time

3 5000 load cycles

4 Maximum time examination 5 min

5 Frequency (f ) between 2 Hz and 5 Hz (identical frequency maintained during duration of test) 6 Load step before k_1d × Fr₀ and k_2d × Fr₀ smaller than 20 kN

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Key

1 Load 2 Time

Figure 7 — Dynamic load application for dynamic test

4.3 Acceptance

criteria

4.3.1 General

The tests shall be managed according to the rules of EN 13230-1:2009. The crack width shall be measured following the rules of EN 13230-1:2009, sub-clause 7.2.

4.3.2 Static test

The acceptance criterion for the static tests at the rail seat section is as follows:  Fr_0,05 > k_1s × Fr₀

 Fr_0,05n > 0,5 × k_1s × Fr₀

If the non mandatory part of test is carried out, then:  Fr_B > k_2s × Fr₀

4.3.3 Dynamic test

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4.3.4 Value of coefficients

The coefficients k₁ and k₂ are defined in EN 13230-1:2009, 4.3.1. The values for k₁ and k₂ shall be supplied by the purchaser.

4.4 Design

approval

tests

4.4.1 General

The design approval tests to be carried out on the sleeper and concrete comprise the tests already defined in this standard.

All test results shall meet the acceptance criteria.

Each concrete sleeper block shall be used for one test only.

4.4.2 Bending moment evaluation

These tests shall be carried out in accordance with the test arrangements shown in Figures 1 and 2 and the test procedures in 4.2.

a) Static test

1) both rail seat sections on 3 sleepers for the positive bending moment;

2) both rail seat sections on 3 sleepers for the negative bending moment (optional test carried out at the request of the purchaser).

b) Dynamic test

1) both rail seat sections on three sleepers.

4.4.3 Concrete

The properties of the concrete shall be established in accordance with EN 206-1.

4.4.4 Product inspection

Product inspection shall be carried out on all sleepers required for design approval tests including dimensions and tolerances in accordance with EN 13230-1:2009, Table 1 and the surface finish of the sleeper in accordance with EN 13230-1:2009, 6.3.

4.4.5 Fastening system

Test shall be carried out in accordance with the European standards on fastenings systems as referenced in EN 13230-1:2009 or as required by the purchaser (see EN 13230-1:2009, 4.4.1).

4.5 Routine

tests

4.5.1 General

The routine tests shall be carried out in order to find any variation in the quality of the concrete sleeper leading to an unacceptable quality level.

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The routine tests to be carried out on the product and concrete are defined in this standard.

4.5.2 Static rail seat positive load test

This test shall be carried out in accordance with the test arrangement shown in Figure 1 and the test procedures shown in Figure 5.

4.5.3 Concrete

The tests shall be carried out according to EN 13230-1:2009, 7.4.

5 Steel

connecting

bar

5.1 General

This section specifies the properties and the quality control requirements for the hot rolled steel connecting bar for twin-block reinforced sleepers.

5.2 Steel

5.2.1 Chemical composition

The chemical composition of the steel shall be within the following limits: 0,28 % ≤ C ≤ 0,80 % 0,45 % ≤ Mn ≤ 1,40 % P ≤ 0,08 % S ≤ 0,08 % Si ≤ 0,50 % 5.2.2 Mechanical properties

The mechanical properties (conventional yield strength at 0,2 % plastic strain, percentage elongation at fracture) shall be maintained within the following limits:

Plastic strength (Rm) in MPa : 550 ≤ Rm ≤ 1030

Relationship between percentage elongation and yield strength (Rp) where

A = minimum percentage elongation

 for Rp ≥ 400 MPa, then A ≥ 8 %

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5.3 Geometry

The dimensions shall be agreed by the purchaser.

When determining the dimensions, the following criteria shall be taken into account: a) corrosion of steel;

b) conditions of service for the sleeper;

c) avoidance of any excessive negative moment in the steel connecting bar due to the bearing of its centre part on the ballast;

d) avoidance of any sharp angles that could be harmful for handling.

5.4 Appearance of the steel connecting bar

Criteria for the acceptance of steel connecting bar are defined in Annex B.

6 Design criteria for incorporating the steel connecting bar

6.1 Length of the connecting bar

Connecting bar length (Lcb) shall be at least greater than the distance L₁ (EN 13230-1:2009, Figure 2), unless approved by the purchaser.

Key

he Distance between bottom surface of the sleeper to steal connecting bar

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6.2 Orientation of the connecting bar

If the connecting bar is not protected against corrosion, the orientation and shape shall avoid retention of water.

6.3 Position of the connecting bar

Unless otherwise prescribed for handling purposes, the distance "he" (Figure 8) shall be a minimum of 40 mm.

7 Manufacturing

7.1 Manufacturing

rules

Before starting production, the manufacturer shall complete a production file for manufacturing data, which shall be submitted in confidence to the purchaser and shall include the following:

a) water/cement ratio and tolerance;

b) weight of each component of concrete plus tolerance;

c) grading curves of each aggregate of the concrete plus tolerance;

d) characteristic compressive and tensile strength of concrete samples after 7 days and after 28 days; e) methods of concrete vibration;

f) methods of demoulding and curing; g) stacking rules after manufacturing.

The sample sleepers submitted for design approval tests shall comply with the manufacturing data.

7.2 Other

manufacturing

rules

Welding to a connecting bar is not allowed unless the welding procedures, including controlled heating and

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Annex A

(normative)

Details of the test arrangement components

A.1 Articulated support

This shall be as shown in Figure A1.

Dimensions in millimetres

Key

Steel: Minimum hardness Brinell: HBW > 240 General tolerances: ± 0,1 mm

1 Minimum length = bottom width of the concrete sleeper at the rail seat + 20 mm 2 High pressure lubricant

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A.2 Resilient pad

This shall be as shown in Figure A.2.

Key

Material : Elastomer

Static stiffness measured between 0,3 MPa and 2 MPa: 1 ≤ C ≤ 4 N/mm3

1 Minimum length = bottom width of the concrete sleeper at the rail seat + 20 mm

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A.3 Tapered packing

This shall be as shown in Figure A.3.

Key

Steel: Minimum hardness Brinell: HBW > 240 General tolerances: ± 0,1 mm

i : inclination of rail seat – see EN 13230-1:2009

1 Minimum length = length of the standard rail pad + 20 mm

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Annex B

(normative)

Steel connecting bar defects

B.1 Superficial burn

Superficial burn is represented by small cracks on the edges of the section. It is caused by an accidental overheating of the metal.

Figure B.1 — Superficial burn

Superficial burn is accepted if its depth does not exceed 3 mm over a maximum length of 500 mm at each end, which is embedded in the concrete.

B.2 Tear at the end

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Figure B.2 — Tear at the end

Tear at the end is accepted, if its depth does not exceed 20 mm and it is not present on more than 5 % of the bars in the same batch.

B.3 Cut that is not sharp

Same causes as for a tear at the end (B.2).

Figure B.3 — Cut that is not sharp

This kind of cut is accepted for the same conditions as the tear at the end is accepted (B.2).

B.4 Surface defect

A surface defect caused during rolling is a longitudinal crack, which has the appearance of a line parallel to the edge of the bar.

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Figure B.4 — Surface defect

The surface defect is accepted if it appears only on the external faces of the bar and if its dimension E is greater or equal to the minimum tolerance of the thickness and:

 if l < 25 mm, e ≤ 0,7 mm;  if 25 ≤ l < 50 mm, e ≤ 0,3 mm.

The surface defect is not permitted if it is on the interior faces of the bar.

B.5 Splitting

Splitting is a line affecting the square edge of the bar.

Figure B.5 — Splitting

Splitting at the extremities of the bars can be accepted if its length does not exceed 500 mm at each extremity of the bar and if its depth is less than 5 mm.

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B.6 Deformation of extremities

Figure B.6 — Deformation of extremities

Deformation of the extremities of the bar is accepted if on a length of 500 mm at each extremity (the part embedded in the concrete) it does not exceed a deformation d of 5 mm on length l less than 100 mm.

B.7 Surface scaling

Figure B.7 — Surface scaling

Except for the part embedded in concrete scaling must be removed by grinding and the depth must not exceed 0,5 mm.

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Annex ZA

(informative)

Relationship between this European Standard and the Essential

Requirements of EU Directive 2008/57/EC

This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association to provide a means of conforming to Essential Requirements of the Directive 2008/57/EC.

Once this standard is cited in the Official Journal of the European Communities under that Directive and has been implemented as a national standard in at least one Member State, compliance with the clauses of this standard given in Table ZA.1 for High Speed Rail Infrastructure and Table ZA.2 for Conventional Rail confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding Essential Requirements of that Directive and associated EFTA regulations.

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Table ZA.1 —Correspondence between this European Standard, the Infrastructure TSI for the trans-European high-speed rail system, dated 20 December 2007 (published in the Official Journal L77,

19.03.2008, p.1), and Directive 2008/57/EC

Clause(s)/sub-clause(s) of this European Standard

Chapter/§/points and annexes of the revised High-Speed Rail

TSI Essential Requirements of Directive 2008/57/EC Comments 4 - Product testing 4.1 Test arrangements 4.2 Test procedures 4.3 Acceptance criteria 4.4 Design approval tests 4.5 Routine tests 5 - Steel connecting bar

6 - Design criteria for incorporating the steel connecting bar Annex B - Steel connecting bar defects

4.2.2

Description of the infrastructure domain – Functional and technical specifications of the domain – Nominal track gauge 4.2.9.3.1

Description of the infrastructure domain – Functional and technical specifications of the domain – Equivalent conicity – In service values - Minimum value of mean track gauge

4.2.11

Description of the infrastructure domain – Functional and technical specifications of the domain – Rail inclination

4.2.13

Description of the infrastructure domain – Functional and technical specifications of the domain – Track resistance 4.2.15

Description of the infrastructure domain – Functional and technical specifications of the domain –Global track stiffness 5.3.3

Interoperability constituents - Constituents performances and specifications – Track sleepers and bearers

- minimum mass - minimum length.

Annex III, Essential Requirements, 1. General requirements 1.1.1, 1.1.3, Safety 1.2 Reliability and availability 1.4.5 Environmental protection 1.5 Technical compatibility

Concrete sleepers and bearers are safety- critical interoperability constituents and need an arrangement between the purchaser and the supplier to operate a factory quality system

Direct references to the HSR INF TSI

– overall length of the sleepers

– mass of the sleepers The standard is not defining the values for length and mass of the sleepers (are depending on loads and design bending moments to be defined by the purchaser) This part of the standard EN 13230, which defines technical criteria and control procedures for designing and manufacturing twin block reinforced sleepers, should be read in conjunction with EN 13230-1- Part 1 – General requirements

Annex H of HSR INF TSI

Global track stiffness remains an open point and is not assessed

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Table ZA.2 —Correspondence between this European Standard, the ERA draft of Conventional Rail System TSI Infrastructure (version 2.71 dated 07/10/2008), and Directive 2008/57/EC

Clause(s)/sub-clause(s) of this

European Standard

Chapter/§ of the TSI Essential Requirements of Directive 2008/57/EC Comments 4 - Product testing 4.1 Test arrangements 4.2 Test procedures 4.3 Acceptance criteria 4.4 Design approval tests 4.5 Routine tests 5 - Steel connecting bar 6 - Design criteria for incorporating the steel connecting bar Annex B - Steel connecting bar defects 4.2.5.1.

Description of the infrastructure subsystem – Functional and technical specifications of the subsystem – Track parameters – Nominal track gauge

4.2.5.5.2.

Description of the infrastructure subsystem – Functional and technical specifications of the subsystem – Track parameters – Equivalent conicity – Requirements for controlling equivalent conicity in service – Minimum values of mean track gauge.

4.2.5.7.1.

Description of the infrastructure subsystem – Functional and technical specifications of the subsystem – Track parameters – Rail inclination – Plain line 4.2.5.8

Description of the infrastructure subsystem – Functional and technical specifications of the subsystem – Track parameters – Track stiffness.

4.2.7.

Description of the infrastructure subsystem – Functional and technical specifications of the subsystem – Track resistance to applied loads

5.3.3.

Interoperability constituents – Constituents performances and specifications – Track sleepers

Annex III, Essential Requirements, General Requirements 1.1.1, 1.1.3, Safety 1.2,.Reliability and availability. 1.4.5, Environmental protection 1.5 Technical compatibility.

The CR TSI INF is still a draft subject to change without notice

Concrete sleepers and bearers are safety-critical

interoperability constituents and need an arrangement between the purchaser and the supplier to operate a factory quality system

This part of the standard EN 13230, which defines technical criteria and control procedures for designing and

manufacturing twin block reinforced sleepers, should be read in conjunction with EN 13230-1- Part 1 – General requirements

Annex F of the draft ERA TSI - Requirements for controlling equivalent conicity is an open point.

- Track stiffness remains an open point

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Table ZA.2 (continued)

WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard.

Clause(s)/sub-clause(s) of this

European Standard

Chapter/§ of the TSI _{Essential Requirements}

of Directive 2008/57/EC Comments

6.1.3.4.

Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem – Interoperability constituents – EC declaration for interoperability constituents – EC declaration for track sleepers

6.2.4.5.

Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem – Infrastructure sub-system – Requirements for conformity assessment – Assessment of minimum value of mean track gauge

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Bibliography

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BS EN 13230-3-2009

Railway applications

— Track — Concrete

sleepers and bearers

National foreword

NORME EUROPÉENNE

EUROPÄISCHE NORM

Railway applications Track Concrete sleepers and bearers

-Part 3: Twin-block reinforced sleepers

Contents

Foreword

Introduction

1 Scope

2 Normative

references

3 Terms and definitions

4 Product

testing

4.1 Test

arrangements

4.2 Test

procedures

4.3 Acceptance

criteria

4.4 Design

approval

tests

4.5 Routine

tests

5 Steel

connecting

bar

5.1 General

5.2 Steel

5.3 Geometry

5.4 Appearance of the steel connecting bar

6 Design criteria for incorporating the steel connecting bar

6.1 Length of the connecting bar

6.2 Orientation of the connecting bar

6.3 Position of the connecting bar

7 Manufacturing

7.1 Manufacturing

rules

7.2 Other

manufacturing

rules

Annex A

(normative)

Details of the test arrangement components

A.1 Articulated support

A.2 Resilient pad

A.3 Tapered packing

Annex B

(normative)

Steel connecting bar defects

B.1 Superficial burn

B.2 Tear at the end

B.3 Cut that is not sharp

B.4 Surface defect

B.5 Splitting

B.6 Deformation of extremities

B.7 Surface scaling

Annex ZA

(informative)

Relationship between this European Standard and the Essential

Requirements of EU Directive 2008/57/EC

Bibliography