Newsletter 高速鐵路簡訊 . 交通部高速鐵路工程局
機場捷運正線非道碴道床軌道介紹 Introduction to the Non-ballast Track in TIAA MRT Main Line
雙塊式軌枕之桁架與道床之鋼筋配筋之狀況。

機場捷運軌道工程採用標準軌距(Gauge=1,435mm)、UIC60鋼軌,正線路段為非道碴道床軌道型式,採用德國RailOne公司發展之雙塊式軌枕為鋼軌扣件安裝基礎,利用雙塊式軌枕之桁架與道床之配筋及混凝土澆置結合成整體道床(亦稱Rheda軌道),並以植筋方式與高架橋橋面版結構連結,避免脫開及縱向/橫向相對位移。扣件/軌枕佈設間距為700mm(曲線半徑>300m)及650mm(曲線半徑≦300m)。鋼軌扣件採德國廠商之Vossloh 300系列,W 型彈性扣夾,彈性墊片之勁度為22.5kN/mm。為維持軌道線形平順及考量維修需求,每一扣件具有±15 mm側向調整量。
另基於出軌防護之安全機制考量,在高架結構之非道碴道床軌道兩側設置防護緣石,若因地震或其他因素致車輪落軌後仍可束制車輪在鋼軌與防護緣石間滑行後停車,以防止車輛有傾覆或落橋之風險。

Specifications of the TIAA MRT rails included standard gauge (1,435mm) and UIC60 rails. The main line used non-ballast tracks and adopted the bi-block sleepers manufactured by RAIL.ONE GmbH in Germany for fastening installation. The overall track bed is a Rheda track model in which the bi-block sleeper frame is linked with the infill concrete and connected to the bridge face with steel to avoid lateral/longitudinal displacement. The distance between fastening and sleeper is either 700mm (radius>300m) or 650mm (radius≦300m). The rail fastening system adopted System 300 from Vossloh Fastening Systems (Germany) which comprises of a W-shaped tension clamp and the stiffness of the elastic pad is 22.5kN/mm. To maintain linear stability as well as considering maintenance requirements, the deflection of the fastening is approximately 15 mm.
On the other hand, considering the derailment prevention mechanism, there are safety curbs installed on both sides of elevated non-ballast tracks. When encountering earthquake or other external impact that may result in derailment, the configuration can restrain the train wheels to slide and brake between the rail track and the curb which will prevent the train to overturn or fall from the bridge.

  • 非道碴道床一般段之軌道完成狀況。
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