PHOEN IX Dichtungstechnik GmbH

PHOENIX Track-bed mats

Reducing structure-borne sound in rail traffic

WWW:PDT-GROU P.DE
PHOENIX track-bed mats

The best way to make every track quiet,

because the noise emitted depends on
the way it is bedded.

PHOENIXs high quality track-bed mats for

light rail, metro or high-speed tracks effec-
tively reduce the vibrations and structure-
borne noise generated during operations.
These products have proven successful
for more than 20 years without any
complaints.

ELASTOMER PRODUCTS FOR TRACK CONSTRUCTION

TH E BETTER PRODUCT

Comfortable trains need

a comfortable track-bed

The comprehensive system of PHOENIX PHOENIX track-bed mats have gained

track-bed mats has been developed by an
experienced team of specialists drawn
from various fields. These products can
therefore be applied not only to all the
requirements of modern railways, but
also to individual requirements and cir-
cumstances. A complete range of acces-
sories allows for low-cost installation.
global acceptance as functional products
that represent a sound investment. This
internationally established image is
substantiated by references from railed
traffic routes relating to both newly
constructed and also for upgraded lines.

Independent testing institutes have

analysed the suitability of the PHOENIX
track-bed mats. All designs have been
approved for all systems, including high-
speed lines, according to the TL 918071
standard of the German Railways for
example. The German Railways have also
certificated PHOENIX as a Q1 supplier for
both technical and quality-related per-
formance as well as for manufacturing
standards.

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PHOENIX track-bed mats

TECH N ICAL ASPECTS AN D APPLICATION AREAS

The ideal materials

PHOENIX track-bed mats are

manufactured from ageing-
resistant, high-grade elastomers
ASCERTAI N I NG CREEP BEHAVIOU R PU RSUANT TO DI N 53 547
according to state-of-the-art 20
engineering.

Performance-optimised natural and syn- 15

14.3%
thetic rubbers, made to tested material
formulas, permit targeted adaptation to
10
different requirements and conditions.
For example: this includes supplies to
the German Railways. 5
Creepage: (%)

These elastomers are also used success-

0
fully in other fields where demands are 1/12 24 48 72 96 120 144 168 192
high such as structural and civil enginee- Time: h

ring works, tunnel construction, hydrau- Ballast slab

lic engineering and vehicle manufactu-
ring. The long-term characteristics deser-
ve a special mention. It is guaranteeing
a constantly high performance for many
decades.

ELASTOMER PRODUCTS FOR TRACK CONSTRUCTION

Simple installation PHOEN IX track-bed
mats: for tunnels

The installation of PHOENIX

track-bed mats stands out For tunnels or bridges

for practical aspects and easy

handling.

The special PHOENIX connection techno-

logy makes for easy working procedures Ballasted sur faces
and saves time. Whats more, PHOENIX between stations

track-bed mats are normally not glued to

the substrate. A safe, supporting surface
is the only pre-condition for the simple
installation procedure.
Mass spring system

Another advantage:
The base mats and side mats make it
easy to adapt to local conditions.

Track-bed mat Concrete base

Covering and Ballast bed

corner profiles

4/ 5
 PHOENIX track-bed mats

TECH N ICAL ASPECTS

The technical expertise

I NSERTION LOSS DI FFERENTIAL LEVELS OF STRUCTU RE-BORN E SOU N D AN D I NSERTION LOSS

+35
These factors show the effectiveness rall context with the superstructure,
+30
of a track-bed mat. The different levels substructure and adjoining buildings.
+25

+20
of structure-borne sound are measured Calculations are therefore only really
+15 before and after. When ascertaining the reliable in individual cases. Only these
+10 insertion loss and differential levels of results lead to correct rating and selec-
Insertion loss: dB

+5 structure-borne sound, it is important tion of the optimum PHOENIX track-bed

0
that both are calculated not only in mat. Various designs and special solu-
-5
relation to the track-bed mat. The sub- tions for the superstructure cover a wide
-10
soil, surrounding area and measuring range of diverse demands and/or custo-
400
200
31.5

250
12.5

100

160

315
125
6.3

80
40

63
20

50
25
10

16
8
4
5

Frequency: Hz point must also be taken into account. mer requests.

Problems with structure-borne sound
must only be considered in their ove-

RAI L DEFLECTION CU RVE RAI L DEFLECTION

+0.5
This is an important factor in addition nal resilient component. The higher rail
0.0 to insertion loss. The influence of the deflection distributes the load from the
-0.5
track-bed mat on deflection affects rail vehicle over a longer bending line,
the ride properties of the vehicles. Rail thus spreading it out over more suppor-
-1.0 220 kg/N
deflection can be calculated using the ting points. The load-distributing effect
Rail deflection: mm

axle load
[ [
-1.5 values for axle load, axle spacings and of the rail itself is thus enhanced.
-2.0 the superstructure. The results prove
compliance with the maximum rail
-2.5
0 5 10 15 deflection specified by the transport aut-
Point of deflection: m
horities. Incorporating a track-bed mat
in the superstructure gives it an additio-

PDT has global

experience with
noise reduction in
rail transport

ELASTOMER PRODUCTS FOR TRACK CONSTRUCTION

 FEM FEM: TH E FI N ITE ELEMENT METHOD

This method is extremely helpful for constant frequency spectrum of struc-

developing and optimising track-bed ture-borne sound when trains pass over.
mats. It also simplifies an optimum
damping/stiffness combination for the
spring element incorporated into the
1.030e + 000
1.320e + 000

- 4.200e - 001
4.500e - 001
1. 2450 - 001

1. 2450 - 001
1.600e - 001

- 1.300e - 001

superstructure. PHOENIX track-bed mats

thus achieve a low oscillation range and

STATIC SPRI NG CU RVE STATIC AN D DYNAMIC SPRI NG CU RVE

0.10
These values are ascertained by an inde- (a train travelling slowly). This is evalua-
0.08 pendent testing institute when licensing ted according to TL 918071 as secondary
the mats, for example pursuant to the TL stiffness, or as tangential stiffness pur-
0.06
918071 standard of the German Railways. suant to DIN 45673-1 (resilient elements
Surface pressure: N/mm 2

0.04
This test also includes the mats proper- used in railway tracks) for different pre-
ties and its service life under ballast. The loadings.
0.02 spring properties are documented by
structural stiffness for individual loading
0.00
0 1 2 3 4

Depression: mm

DYNAMIC SPRI NG CU RVE

0.06
Dynamic stiffness reflects the mats Preloading (substructure and superstruc-
0.05 dynamic properties in terms of ride ture load), amplitude and frequency are
comfort or oscillation damping for trains therefore varied when measuring the
Dyn. stiffness: N/mm pro mm 2

0.04

travelling quickly, depending on measu- dynamic stiffness.

0.03
ring process and the frequency range.
0.02

0.01

0.00
0 40 80 120 160 200 PDT engineers use these measured values to develop the optimum track-bed solution for every application. After all,
Frequency: Hz comfortable trains need a comfortable track-bed!
Surface pressure 0.06 N/mm 2
0.03 N/mm 2

OTH ER TRACK SU PERSTRUCTU RE COMPON ENTS

ELASTIC GROOVED RAI L TRACK-FI LLI NG

ENCAPSU LATION SAFETY PROFI LES
Standard system and Rail
Comfort System RCS

SU PERSTRUCTU RE TRACK BASES

WITHOUT BALLAST
Sleeper boots with inlays

6/ 7
 Certificated to DIN EN ISO 9001
and DIN EN ISO 14001

PHOE N I X Dichtungstechnik GmbH

Sales
Eisenacher Landstrae 70
D-99880 Waltershausen
Tel. +49 (0)3622 633 423
Fax +49 (0)3622 633 475
Email: Peter.Nitt@pdt-group.de

Engineering
Schellerdamm 18
D-21079 Hamburg
Tel. +49 (0)40 788 933 304
Fax +49 (0)40 788 933 305
E-Mail: Bernd.Pahl@pdt-group.de

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