Ballastless Track

Infrastructure Commission Civil Engineering Support Group
Feasibility study ballastless track
Report - March 2002
UIC Infrastructure Commission Civil Engineering Support Group

Feasibility study Ballastless track - Version : 08/04/2002
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This report has been prepared with the following people help:
- Marcel FUMEY
project manager
( RFF / SNCF )
Track Experts / general practitioners :

-
Christoph HOFMANN
Rudolph SCHILDER
Paul GODART
Jean Marie TREVIN
Tomas IMOVI
Michael MILER
F KLSTERS
( SBB / CFF )
( BB )
( SNCB )
( SNCF )
( ZSR )
( DB )
( NS Railinfrabeheer)
Structure Experts :
- Stefanie CRAIL
- Roman FILA
- Dominique MARVILLET
- Lourdes PORTA
( DB )
( BB )
( SNCF )
( RENFE / TIFSA )
UIC representative:
- Peter ZUBER
(UIC Infrastructure)

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CONTENT
Foreword
First part: Generalities on the ballastless track

I. 1 Recall on functionalities of the track
I . 2 Case of application of the ballastless track
I . 3 Mains differences between ballastless track and ballasted track
I . 4 Rail fastening systems and resilient levels
I . 5 Process of obtaining of the final geometry
I . 6 Replacement of elements
I . 7 Specific problems to ballastless tracks on earth work
I . 8 Specific problems to ballastless tracks on railway bridges
I . 9 Specific problems to ballastless tracks in tunnels
I . 10 Specific problems to ballastless track switches and crossings
I . 11 Transition constructions
I . 12 Secondary problems
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Second part : Catalogue of ballastless tracks

II . 0 Classification
II . 1 Family 1 : systems without punctual fixings of the rail
II . 2 Family 2 : systems with punctual fastening of the rail and independent
stretches of rail
II . 3 Family 3 : systems with punctual fastening of the rail on sleepers
incorporated in structure by infill concrete
incorporated in structure by vibration
laid and anchored on a supporting structure
separated from supporting structure by a resilient level
II . 7 Family 7 : systems with punctual fastening of the rail
on prefabricated slabs
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Third part : Potential studies about ballastless track

III . 1 Works to complete the state of the art of ballastless tracks
III . 2 Elements of requirements

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Project : Feasibility study Ballastless track
Foreword
The feasibility study " ballastless track " has for goal to provide to networks participating in
the project a state of the art on the topic of the ballastless track last. The report of this study is
divided in three parts:
- The first part " generalities " regroups all general considerations, that may influence
the choice of a ballastless track
- The second part catalogues " briefly describes the different present realisations
regrouped by families
- The third part " potential studies " regroups topics that can make the object of
harmonisation works in the setting of a project of the UIC Infrastructure Commission.
In the first part it is shown that there is not a single solution for ballastless track but different
solutions that can present some specific advantages according to projects. One endeavours in
this part to clear reasons that can drive to the different technological solutions. Filigreed of
this part there is the comparison with ballasted track that remains the reference solution , in
relation to which the ballastless track can bring advantages in certain domains.
The second part proposes a classification of the different known realisations with a succinct
description for every product indicating its level of utilisation.
At last in the third part one examines the potential studies on the topic " ballastless track " that
could be steered and financed by UIC and one gives out propositions.
This report applies to full railways with axle load up to 22.5 t but not to metro systems. The
main experience is for plain track ; experience with bridges and switches is less available.

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First part: Generalities on the ballastless track
I. 1 Recall on functionalities of the track
The main function of the track is the servitude of the vehicle (train) to a trajectory (track
alignment of the civil engineering). This mechanical function requires to maintain the system
in an elastic working domain: limited stresses, no plastic distortions that would lead to some
unacceptable disorders.
It results in the obligation of geometric precision of the assembly of the system and in the
necessity to transmit efforts exercised by vehicles toward the infrastructure support. As the
vehicles source may be not perfect and can exercise some important dynamic efforts, the track
system must include some elasticity and some damping to support these efforts merely to an
acceptable cost. Reciprocally the geometry of the track being never perfect vehicles must
include levels of sustaining to let acceptable the guidance for freight or passengers; ballastless
track by a better maintenance of geometry in the time is susceptible to reduce the dynamic
efforts between track and vehicles.
In addition of its main function of guidance and support, the track presents other functional
properties:
- compatibility with the other subsystems (signalling for example)
- environment: noise, vibrations and recycling complexity
- faculty to reach objectives of construction with more or less of efforts and quality
- maintainability: consistence of the maintenance and repair feasibility
- tolerance to the exceptional events: repair in case of derailment, adaptation of
geometry in case of movement of the support
- costs and construction time.
Choices introduced in the different solutions include advantages and inconveniences
according to the secondary functionalities. For example the use of sleepers introduces some
supplementary components that increase costs and thickness, but permits to get the gauge and
the inclination of rails in a simpler way that without sleepers.
The retained compromise validity cannot be proved immediately for systems claiming life
spans of about 40 to 60 years, not yet reached by any of the different realisations. For the
track it is necessary to admit that it is a complex system which all links and reasons of ageing
are badly controlled, and that the best compromises are only revealed to the use.

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I . 2 Case of application of the ballastless track

Among sources of effort, the gravity (axle load) constitutes a preponderant factor. If the
infrastructure supporting the track is a natural ground, the necessity to reduce constraints on
the ground at an acceptable level obliges to include in the structure some foundation layers
between the support ground and elements insuring the geometrical maintenance of the rail
(fasteners and possibly sleepers).
On the other hand if the support is a clearing structure (tunnel or railway bridge) intermediate
layers have only a role of obtaining the geometry without distribution of the vertical load. The
designation ballastless track can therefore cover different nature structures following the
existent support and it is normal to distinguish cases of application following the nature of the
support.
For railway bridges , on the one hand the wish to separate the structure of bridge properly told
(tightness for example) and the structure of track, and on the other hand phenomena of
interaction between track and bridges, drive to solutions more complex than in tunnel with
foundation raft. On the other hand switches and crossings do not bring particular problems
compare to plain track ; of course the technology of fastening components has to be adapted
to the ballastless track.
Therefore 3 cases of application of ballastless track are to be distinguished :
- on earth works
- on railway bridges
- on foundation raft of tunnel.

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I . 3 Mains differences between ballastless track and ballasted track

It seems obvious to tell that the main difference between ballasted track and ballastless track
is the ballast itself.
Fundamentally the ballast has a function of load distribution between sleepers and support,
associated with stiffness and damping characteristics. The ballast presents also characteristics
of plasticity that are both advantages and disadvantages.
Ballastless track permits to avoid the disadvantages of the plasticity of the ballast linked to its
instability :
- middle term evolution of the geometry that needs periodic intervention (frequency
range from 0,5 to 6 years )
- wear of the ballast by abrasion and fragmentation driving to duration of life in the
order 30 years ( according to traffic)
- limited lateral resistance imposing particular rules for C.W.R. track.
On the other hand ballasted track keeps advantages of the plasticity of the ballast linked to the
facility of use :
- cadence of track laying more rapid than with ballastless track with ability to traffic
without delay
- no difficulties to obtain the geometry of track desired with a process comprising
several passes of construction and the possibility to undertake as much local retaking
as necessary ( to weak cost)
- simple adaptation to uncontrolled evolutions of the support : settlements in the long
term, differential settlements at railway bridge ends
- simple adaptation to modification of track alignment : change of characteristics of
switches and crossings, adaptation of transitions and the cant for speed upgrade
- regeneration process well known and allowing the keeping of circulation with
restrictions.
Globally the plasticity of the ballast leads to the necessity of a periodic maintenance of the
geometry and a duration of design life clearly shorter than with a ballastless track.
Others properties can be associated with the ballast :
- disadvantages linked to projections of ballast and to imprints on rails
- advantages linked to the sound propagation (attenuation)
- contribution to the drainage of the track.
With ballastless track a better control of the stiffness of the track is achieved; if control of the
stiffness is achieved, this can reduce some problems like rail corrugation.

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Designs of ballastless track avoid obviously all disadvantages of the ballast and have on the
other hand to propose technologies that allow to reach initial geometry objectives to
acceptable costs.
The current multiplicity of solutions for ballastless track expresses several problematical :
- design choices: for example the realisation of the stiffness through one or several
components, or the number of replaceable components, or possibilities of adjustment in
maintenance
- technical and economical choices on the manner to build the structure and to obtain
the geometry
- technological evolutions to improve initial concepts : for example connection between
sleepers and supporting structure in German monolithic layout.
Nevertheless all solutions of ballastless track go in the same direction compared to the
ballasted track:
- to favour the availability to short term of the track (intervals of maintenance) as
compared to its availability in case of accidents or reconstruction to the expiration of
life
- to reduce costs of maintenance by admitting greater costs of building
- to concentrate investments to the expiration of life duration instead of to display them
with intermediate partial regeneration.
The economic statement would have to be made project by project by integrating the cost of
paths to disposition of the maintenance ; this last recommendation is more theoretical than
practices.
Technical considerations specific to each project can modify conditions of the economic
statement : the differential of building is less great on railway bridges or tunnels than on earth
works ; consequently a project comprising a majority of the layout in tunnel or viaduct is
more favourable for the choice of the ballastless track. On the other hand the presence of
grounds with too much long term settlement can make difficult and expensive the choice of
the ballastless track.

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I . 4 Rail fastening systems and resilient levels

I . 4 . 1 Generalities
If one excepts the layout with continuous embedded rail (Edilon, Infundo),ballastless track
layouts use rail fastening systems (in the senses of the European norm EN 13481).
In ballasted track the resilience (stiffness and damping) is obtained by combination of the
stiffness of the pad between rail and sleeper ( indicative static stiffness of 80 kN/mm), the
stiffness of the ballast and the stiffness of the support. This last stiffness is not well controlled.
In ballastless track one strives to better control the stiffness, the support structure (slab) being
considered as rigid compared to stiffness like railpad stiffness.
I . 4 . 2 Obtaining of the vertical stiffness
Some types of ballastless tracks ( for example STEDEF layout) have a design presenting the
most analogy with the ballasted track with a sleeper separated of the support slab by a
resilient level equivalent to the ballast and to an average subgrade (indicative static stiffness
of 25 kN/mm by sleeper head). In this case the rail fastening system can be a standard system
for ballasted, for example Vossloh W14 or Pandrol Fastclip, etc ...
For systems including a sleeper integrated to the support slab ( monolithic type) one will use
functionalities of the fastening systems for gauge and inclination adjustments of the rail ;
nevertheless to obtain a global static stiffness in the order 20 kN/mm it is necessary to use a
fastening system compatible with this value. For example the system Vossloh IOARV300
fills this condition with clips and a railpad different from the standard system W14. The
system IOARV300 is classified in the second part " 2 elastic levels with light intermediate "
because it comprises two pads and an intermediate plate to obtain the weak vertical stiffness
while limiting the stiffness of lateral tilting over of the rail.
The concept " 2 elastic levels with light intermediate " is also found in ballastless tracks with
plates. One finds there generally a standard fastening system between the rail and an
intermediate plate, and a second elastic level under this plate to obtain the desirable global
stiffness. This second level, as it must insure transmission of the transverse and longitudinal
efforts, has to be designed as a fastening system, with prestressing of the inferior pad
possibly.
Concepts with more than 2 resilient levels are possible.

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I . 4 . 3 Adjustable fastening systems

A functionality that one can find in option in ballastless tracks is the possibility of adjustment
of the fastening system. In ballasted track this option is without pertinence because
adjustments of geometry undertakes by rehandling of the ballast. On the other hand in
ballastless tracks the possibility to undertake adjustments of the rail in height and/or in
transverse position allows to face local and limited disorders of the support structure without
having to rebuild the structure. Adjustable fastenings make easier the replacement of rails,
especially for rails submitted to wear under service condition. Consequently this option is
necessary.
In the IOARV300 system this possibility of adjustment is obtained by change of some
components of the system ( lateral stops, different thickness pads). In systems with plates the
adjustment in height can be obtained enough simply by interposition of shims under reserve
that anchors in the support slab are anticipated consequently ; the lateral adjustment can be
obtained by systems of eccentrics on the fixing of the intermediate plate or better again by
utilisation of an adjustable plate in first level.
The Pandrol VIPA system constitutes an example of this last case ; it includes a standard
fastening system between the rail and the intermediate plate, an elastic fixing system between
intermediate plate and inferior plate, a non resilient adjustable fixing between inferior plate
and support slab. Adjustments undertake by interposition of shims under the inferior plate and
with a system of notches associated to a light in lateral on fixings of the inferior plate ; the
advantage in this last case is that adjustments of geometry undertake independently from
resilient levels.
I . 4 . 4 Various
In the embedded rail layout (Edilon, Infundo) one has a single continuous vertical stiffness. A
too weak stiffness of lateral tilting over the rail is avoided by applying an elastic supporting
on all the height of the web of the rail, the head remaining released for operations like
grinding of rails. On principle this mode of fixing of the rail is not adjustable in the slab;
according to NS experience these interventions are seldom and special methods are available
Resilient levels can be used also for other aim than the global stiffness of track for rolling
stock.

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The manner to obtain the final geometry of the rail constitutes an important factor explaining
the multiplicity of designs.
The order of magnitude of the tolerance is in centimetre for works of subgrade layers or
structure of the tunnels rafts or decks of bridges. This precision is insufficient for the fixing of
rails. Elements of structure can therefore have annex construction functions for the realisation
of the geometry ,in addition of functions of effort transmission. For example for a layout with
plates above the tightness of a bridge deck one will need a concrete slab of at least 10 cm of
thickness in order that this slab is stable, and allows the realisation of the cant and the
accommodation of the dowels for fixings of the plate. Similarly the realisation of structures of
strengthening in several stages allows to improve gradually the geometrical precision.
The interface of fastening systems asks the precision notably for the inclination and the gauge
of rails. A simple manner to respect the inclination and the gauge is to use concrete elements
prefabricated in factory, like sleepers or slabs, incorporating the interface of fastening systems
and owning far more narrow tolerances that the concrete poured on the working site. In this
case there is half of degree of freedom to manage.
In case of utilisation of sleepers or prefabricated slabs one can envisage two methods of
constructions :
- an approach " top/down " in which one fits together rails, fastening systems and
sleepers to constitute a frame whose geometry is adjusted by a temporary wedging
system, before pouring on the site a concrete or a mortar ; structures of strengthening to
insure the transmission of efforts to the support are realised before this operation (if
necessary) ;
- an approach "bottom/up " in which several layers of strengthening structure are
installed while improving the geometrical precision before laying sleepers above them ;
these layers can then be in asphalt ; if the vertical effort transmission realises easily , the
horizontal effort transmission necessitates then particular disposition like anchors ;
manufacturing tolerances of sleepers or prefabricated slabs if they are in concrete do not
allow easily to obtain the geometrical precision for cases of application of high speed.
For layouts with plates and without sleepers or prefabricated slabs, an approach " top/down "
is possible in which the plates with anchors are preassembled under rails held by devices for
adjustment of track insuring the gauge, the inclination of rails and the position of the track ;
then a concrete or mortar of wedging is poured around anchors. A rather " bottom/up "
approach consists in realise a support slab concrete with a slip-form tool allowing to obtain an
intermediate precision, then before final setting of the concrete to position the anchors of the
plate by vibration in the concrete with a special tool insuring the wanted geometrical position.
A possible intermediate approach consists in preassembling plates without anchors on rails ,
to get the good rail geometry, to drill holes through the plates to put in place the anchors with
chemical sealing and to adjust the plate vertically with a mortar.

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For embedded rail layouts, the realisation of a groove in concrete being made with a precision
of civil engineering, the obtaining of the geometry is actually a "top/down "method with by
devices for adjustment of track and fixing of the position by the coating resin instead of the
concrete. To avoid variation of the vertical stiffness linked to variation of height under rail, it
is generally used a continuous pad under the rail and shims under this pad.
For all " top/down " methods comprising a concrete or resin plug and a preassembling of
rails, procedures of working site have to take into account the expansion of rails under
thermal solicitation during the setting period. For systems using traditional fastening systems
the placement to neutral rail temperature can be delayed as with ballasted track layout. On the
other hand for embedded rail systems this operation needs a special process: a system is
available to bring rails with a length of 800 m on the neutral temperature within 15 minutes
by electrical heating with an accuracy of + 1 C; during the setting of the pourable
embedment material, the rails are kept on this temperature.

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I . 6 Replacement of elements
The replacement of components of the structure of ballastless track can be justified either by
considerations of wear or foreseeable fatigue , or to repair consequences of a unpredictable
event, for example wheels slipping, vandalism facts or derailment.
The first component of the track is the rail submitted to :
- the fatigue as all metal working cyclically
- the wear by wheel contact (possibly accelerated by grinding operations)
- replacements on punctual defects or breaking , notably welding.
At least one replacement of rail is to anticipate to mid - life of support structures (duration of
life of about 40 to 60 years). The utilisation of traditional fastening systems allows to replace
rails with the minimum of constraints for a programmed regeneration and with the minimum
of unavailability of the track for exceptional replacements ; on the other hand embedded rail
systems oblige to reconstruct partially the system including constraints linked to the initial
geometry. Interest for adjustable fastenings is already mentioned in 1.4.3.
Resilient levels associate generally stiffness and damping. With components like elastomers
the level of solicitation, all the more raised with the proximity of the rail, could lead to an
ageing linked to the damping. Components of fastening systems like lateral stops, insuring the
gauge and the transverse effort transmission, can also be submitted to wear by displacement
or plasticity. It is therefore advisable that components like pads, under rail or plates or
sleepers, as well as lateral stops are replaceable in easy conditions because their duration of
life can not be demonstrated on periods of about 40 to 60 years. Embedded rail systems oblige
to reconstruct partially the system, including constraints linked to the initial geometry, for this
type of operations.
Taking uncertain events into account , as a localised failure of the civil engineering support or
the derailment of a train following failure of rolling stock , can drive to wish to have
replaceable elements in the structure under the fixing of rails . In systems with sleepers it
should be distinguished layouts like rubber booted sleepers or ATD, in which sleepers remain
replaceable components, and monolithic systems in which sleepers are used for purposes of
setting only and are no longer separable from the support slab once the track constructed. In
the first case repairs necessitate less works, in quantity and in period of intervention. It is also
the case for systems with prefabricated slabs that are to be considered as replaceable
components. Plates of plated layout systems are replaceable elements under reserve that
anchors in slab allows it.
The concern of component replacement can go until to prefer the females type anchors, like
dowels associated with sleepers screws or assimilated, rather than cast-in shoulders, difficult
to replace in case of corrosion or in case of damage following derailment.
All this approach of choice of replaceable elements does not notice an optimisation of the
sizing, but of a sensitivity to risks lending badly to an economic optimisation.

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I . 7 Specific problems to ballastless tracks on earth work

On earthwork one should state precisely the limit of what is called by the term track
(superstructure) by difference with structures of civil engineering.
The soil support (cutting or embankment ) is constituted of economic materials from local
source. It has mechanical properties of bearing capacity and sensitivity to frost. In the general
case these properties are insufficient to receive a level of loading under track (ballast or slab).
Therefore in general there are sublayers in materials brought back with the controlled
properties permitting to get the wanted properties; some typical numbers are Ev2> 120
N/mm for the bearing capacity over these layers and a height of 70 cm for the protection to
frost. These foundation layers are practically a common element to ballasted tracks and
ballastless tracks and make part of the civil engineering works.
Then in ballasted tracks one finds an intermediate layer of interfacing between the ballast and
structures of foundation. This layer is generally made of about 20 cm of materials type gravel
with small granulometry in order to get properties of compactness towards ballast and
drainage by lateral evacuation; alternative structures with geotextil and gravel are for example
are also possible. The concrete sleepers requires a minimal height of about 30 cm of ballast
under sleeper. The height (sleeper + rail) is about 40 cm.
In a ballastless track like Rheda type (monolithic concrete) one finds a 30 cm layer of gravel
treated to the hydraulic binding material. The intermediate structure type trough with infill
concrete brings a thickness of about 25 cm under sleeper. The height above the foundation
layers are therefore the same order that in ballasted track. Materials type concrete being more
expensive in supplying and in building than ballast, this type of track is necessarily more
expensive than a ballasted track.
Reductions of thickness can be achieved by replacing simple layers of concrete by reinforced
or prestressed concrete sized for bearing and not merely for thermal shrinking (for example
Stedef pose of Neuilly in France on embankment with prestressed slab of 18 cm and 7 cm of
wedging concrete under sleeper).
Globally structures of ballastless tracks can appear oversized. In fact they are designed for life
spans of 60 years without important strain of the soil support that would put in peril the
superior rigid structures. In ballasted track the structures is flexible and therefore tolerate the
settlement of the soil support ; corrections of geometry bound to the settlements of the soil
support are practically negligible in relation to corrections bound to the ballast itself. As a
matter of principle structures of ballastless track are systems without systematic geometry
correction during the cycle of life; therefore they present a sizing for bearing capacity more
demanding than in ballasted track.
Besides the ballastless track doesn't admit important settlement of the soil support. It is
therefore imperative that the settlement of embankments newly constructed is nearly finished
at the time of the construction of the track. If this condition cannot be respected it constitutes
a case of exclusion of use of ballastless track on earthwork. Zones of long-term compressible
soils must be cleared in ballasted track or in ballastless track on structures like railway bridge.

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Adjustable fastening systems should not be used for continuous long-term settlements with
foreseeable character. As foundations of railway-bridges are by design less susceptible to
settlements than embankments around, one should adopt some particular arrangements to
transitions between railway-bridges and earthworks besides (it is evidently recommended also
for ballasted tracks).
In a layout like Rheda one has the following widths: 2.6 m for sleepers, 3.2 m for the trough
and 3.8 m for the cement stabilised support layer also used for the guidance of the slipformpaver achieving the trough. This first layer of structure must be achieved with an engine type
slipform-paver piloted in topography to get a correct geometric precision. Then the overall
dimension for work approaches 5 m . If it doesn't put a problem for a new high speed line
with a distance between centre of lines of 4.5 m, this overall dimension of work must be
studied for a line (new and moreover operated) with a weaker distance between centre of
lines. Other types of structure, with plates for example, must be considered not only with the
overall dimension of the finished structure but also with the size of engines serving to the
building and with the processes of obtaining of the final geometry.

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I . 8 Specific problems to ballastless tracks on railway bridges

I . 8 . 1 Separation track / structure
A first fundamental choice concerns the independence between bridge structure and track
structure. One observes an important gap between a typical choice of metallic bridge
optimised on the acoustic plan with integrated embedded rail (NS) for which that the type of
track can not be changed during all the duration of life of the bridge, and the choice to
construct a railway bridge for a very important duration of life independently of the type of
track (CFF) for which one wishes to have the possibility to choose the type of track and to
change it knowing that the duration of life of the track is much lower than that the bridge.
For important length railway bridges made of reinforced or prestressed concrete a very
widespread choice consists in protect the upper slab of the bridge by a tightness and to realise
above a structure of track in simple support on this tightness. This leads generally to a first
distribution slab of the track including stoppers for transmission of horizontal effort to upper
levels of the track including rail fastenings.
For metallic bridges only, questions of tightness doesn't matter ; on the other hand problems
with electrical insulation between rails have to be particularly taken into account.
I . 8 . 2 Track (Continuous Welded Rails) and bridge interaction.
For expandable lengths the choice of the ballastless track may lead to more rail expansion
joints than with ballasted track while using standard fastening system. Specific interaction
studies are to be made ; they can drive to recommend the use of fastening systems with lower
resistance to longitudinal sliding.
The limitation of the deformation of end of railway bridges (rotation of ends and uplifting of
parts beyond bearings) that is desirable in ballasted track becomes more sensitive in
ballastless track and must imperatively be covered by design rules.
Admissible deflexions of spans are linked to the comfort of passengers and the ballastless
track layout does not justify particular rules (this question is not independent from end
deformations) ; nevertheless, to allow a possible adaptation of design counter flexure, the
choice of adjustable fastening system is recommended.
I . 8 . 3 Transitions between railway bridges and earth works.
Transition structures that are recommended in ballasted track layout become more
indispensable in ballastless track layout and must imperatively be covered by design rules.
These rules concern the nature of the filling behind the abutments as well as dispositions for
the (possible) interruption and the anchorage of slabs supporting the track.
In principle the stiffness of a ballastless track is mainly controlled in the structure of track ;
therefore there should be no problem with stiffness transition but only problems with
differential settlements and deformations of extremities.
The necessity to have adjustable bearing for railway bridges to compensate settlement of
bearing is not general application and concerns only particular cases .
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I . 9 Specific problems to ballastless tracks in tunnels

The layout in tunnel does not put problem of structure as soon as the tunnel has a raft.
Supporting layers can be reduced and limited to questions of interface to obtain the final
geometry. The design has to be obviously fitted to take account for example particularities of
drainage systems or electrical cable passage if necessary or other equipments.
The choice of a ballastless track instead of a ballasted track reduces to the strict minimum
maintenance interventions, what allows to limit the presence of personnel in tunnel that
means a general problem of working condition (hygiene and safety). The technological
choice of the type of ballastless track can also be linked to policies concerning safety and
especially possibility of circulation for rescue vehicles.
The overall dimension can also orient the choice of some solutions for questions of size.
Management of gauge during maintenance is easier with ballastless track than with ballasted
track (margin of maintenance ballasted track). Constraints of gauge can render more difficult
and more expensive the application of methods of construction as compared to the free air ;
for example the choice of long twins tunnels for safety reasons complicates the logistics of
working sites.
The general reserve on the adaptation to modification of track alignment for ballastless track
can be raised in tunnel where economic and technical constraints of the civil engineering do
not allow to forecast modifications of track alignment even in the long term .

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I . 10 Specific problems to ballastless track switches and crossings

For switches and crossings layout in ballastless tracks the technological solution choice is
more reduced than for the plain track. Solutions as embedded rails can not be used for
switches.
Three orientations are possible.
The first solution consists in taking a switch or crossing designed for ballasted track and
simply to adapt bearers to realise a layout of supports on an resilient level (for example rubber
booted bearers).
The second consists in retain fastenings ( intermediate track plates, sliding chairs of switches
or platinum supporting crossings) possessing a typical stiffness of ballastless track and to lay
them on a slab. In this last case the difficulty to obtain the geometry of all files of rail is again
greater than for plain track and the most reliable construction solution remains the use of
prefabricated support (including the positioning of the cast in parts) to incorporate in a
concrete slab.
The third consists in taking a switch with resilient fastenings , to put it on prefabricated slabs
with a possible resilient level under the slabs.
I . 11 Transition constructions
A special construction is required:
- between ballastless track and ballasted track
- between two different types of ballastless tracks (for stiffness transition)
- between plain line and switches
- between bridges and plain track.

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I . 12 Secondary problems
I . 12 . 1 Interfaces with the signalling
Track layouts have to take into account interfaces with the signalling and the overhead contact
lines. It concerns mainly questions of site reservations for equipment, of electrical
connections to the rail, of insulation between rails and of possible ground linkage of metallic
reinforcements. These problems have to be taken into account but do not constitute generally
a criterion of choice of the type of track. The performance of insulation between rails is
mainly insured by fastening systems. It is not possible to give common rules, each railway
organisation having its particularities in this area.
I . 12 . 2 Problem of the noise
Ballastless track is generally noisier than ballasted track.
For the problem of the noise one should distinguish the noise emitted by the track and the
noise emitted by the rolling stock and partially reflected by the track.
For embedded rail layout less mobility of rail can be compensated by difference in mass of
the system ; for layouts on plates or with integrated sleepers the lesser mobility of sleepers
compared to the ballasted track is probably compensated by a greatest mobility of the rail due
to the fact of a weaker stiffness.
For the question of the reflection of noise the ballast constitutes an good absorbent ; its
disappearance of the structure of track entails an aggravation of the reflected noise. One will
find therefore in design of ballastless track some ballast banquettes having a function of
absorption of the noise and not of mechanical supporting. One can possibly have absorbent
panels laid near rails ; this type of equipment constitutes a complementary option and is not
really linked to a choice of structure for ballastless track.
I . 12 . 3 Problem of ground vibrations
For the problem of ground vibrations improvements can be obtained as compared to the
ballasted track either by using systems of track with suspended intermediate masses (rubber
booted sleepers layout for example), or by adjusting the stiffness in systems with plates. In
this last case one should well verify the aptitude of fastening systems to accept not
conventional stiffness .
Floating slab techniques suspended with resilient level can equally be used in conjunction
with ballastless track ; one should then examine stiffness transitions at ends of these
realisations and the aptitude to the replacement of the resilient level under slab in connection
with its duration of life.

Page 19 of 63
Second part : Catalogue of ballastless tracks
II . 0 Classification
There exists different possibilities to classify ballastless tracks allowing to regroup
realisations whose principles and the technology are neighbours.
One has retained to privilege aspects " components " and " stiffness " to end on the table of
the next page

Page 20 of 63
Ballastless track
Classification
Rail fastenings
(EN 13481)
Components
and
building
1 resilient level
1
without
Independent stretches of rail
Replaceable
components
>2 resilient levels

heavy intermediate
Inclination and gauge for both

without
With sleepers
Building method
top/down
bottom/up
particular
top/down
resin flowed in
place
Embedded rail
EDILON
2 resilient levels
light intermediate
Families
3
4
With rail fastening system accor
top/down
wedging
concrete and
reinforcement
Insertion of
sleepers by
vibration in
concrete
PACT
Layout with 2
levels plates
Zblin BTE
Heilit W. BES
APPITRACK
CrailsheimFCC
Rasengleis
Hochtief/SM
Direct laying
booted
blocks
Monolithic layout
RHEDA
Rheda Berlin
RHEDA 2000
Heitkamp
W
GE
SONNEVILLE
La
anch
seve
ZUBLIN
NS Blokkenspoor
bo
1 conc
2 asp
Page 21 of 63
II . 1 Family 1 : systems without punctual fixings of the rail

II . 1 . A : Embedded rail systems (one single resilient level)
In this family it is not used punctual fixings of the foot of the rail. The supporting structure is
constituted of a slab in reinforced concrete including grooves ; grooves can be constituted of
metallic profiles in case of construction on metallic deck without concrete slab.
Rails are positioned in grooves then coated by a resin. The coating is generally limited in
height under the rail head to allow the grinding of the rail. The width of the groove is limited
and a PVC pipe is used to reduce the quantity of resin and to limit the transverse stiffness.
The positioning of rails in levelling, lining , gauge and inclination is possible by shims in
resin adjusted to demand. Nevertheless a correct and economic layout cadence would ask a
method of pose with devices or adjustment of track, what would actually constitute a
top/down method.
The realisation of the concrete slab and grooves with an engine that can be piloted in
geometry like a slipform-paver allows to hope a geometrical precision in the order 5 mm.
With a nominal thickness of resin (or equivalent elastomer) of 20 mm designed to find a
displacement of the rail under the wheel equal to a classic track, one is susceptible to have
variations of 10 % of stiffness due to the variation of height to find the wanted level of the
rail. One can not therefore consider that the embedded rail system solicits less rails in flexion
than the other systems.
To the difference of traditional fastening systems the law of behaviour for the longitudinal
sliding does not comprise an elasticity phase followed by a sliding phase but a more important
phase of elasticity followed by a breaking of the system. This does not allow the use on
bridges with lengths without expansion joints more than 30 m. Bridges with length till 1100
m are presently under construction with this type of track.
This type of laying presents advantages to process from singular points : bridges with short
length, grade crossings and paved track (tramways).
On the other hand for a use in great length some reserves can be emitted for operations of rail
maintenance :
- necessity of specific tools , difficulty of use with the size of grooves for example for
the realisation of welding ; processes and tools for rail consolidation not traditional in
case of rail breaking (fish-plating of rails);
- long intervention periods linked to the duration of polymerisation of the resin
depending on the temperature ; necessary repairing of the resin near welding with
period of cooling ( connecting welding and repairing welding);
- no control of the neutral temperature of the rail by a process of liberation.
These reserves are not strict impossibilities. It belongs to the infrastructure owner to
appreciate the rail risk.
II . 1 . A . 1 EDILON CORKELAST layout
This type of track has been developed on the NS network since 1974.
Page 22 of 63
Layout references :
- Numerous punctual applications as Channel Tunnel
- Spain : 8250 m in Attocha station (RENFE - 1992)
- Netherlands : applications on bridges ; pose on earth work at Deurne (1976) then 3 km
track at BEST (NS - 1998)
Contacts :
EDILON B.V.
P.O. Box 1000
NL-2003 RZ Haarlem
INFUNDO Gmbh
Pasteurstrasse 7
D-80999 Mnchen

Page 23 of 63
II . 2 Family 2 : systems with punctual fastening of the rail and independent

stretches of rail
This family doesn't include prefabricated element assuring the inclination and gauge of the
two lines of rails simultaneously. The method of construction must therefore assure the
inclination and gauge of rails , in general with a temporary system of connecting bars; the use
of plates for the fixing of rails doesn't solve the problem of the rail positioning since it is then
necessary to position anchors for plates .
Some systems present a complete solution including supporting structures on earthwork.
Other systems limit themselves to the direct layout on plates for application on apron of
bridge or raft of tunnel, with sometimes the objective of a minimum clearance in height.
The interfacing between anchors and the supporting structure leads to several possible
strategies of construction:
- the simple setting up of anchors or reservations without assembling of track in the
same way as the reinforcement of the concrete of supporting structure reveals to be
insufficient with experience, because of the lack of precision;
- realisation of supporting structure in several pass to get a precision of about 5mm, then
insertion of anchors by vibration in the fresh concrete by a specialised machine with its
own topographic references;
- incorporation of fastenings in a block of concrete; installation of the track with rails
and blocks and positioning before realisation of supporting structure; incorporation of
blocks during the concrete pouring of structure.
- previous realisation of supporting structure; positioning of rails in transverse with
preassembling of plates then drilling for anchors through plates; fixing of anchors then
regulating in height of rails and pouring of a wedging mortar under plates;
- as previously but with machining of the concrete in height.

Page 24 of 63
II . 2 . A : Systems with a single resilient level.

This family is mentioned for memory because it doesn't present a compliant stiffness to the
present norms for high speed notably.
II. 2. A. 1 PACT layout
The rail is supported by a continuous resilient pad. After realisation of the supporting slab the
concrete is ground at the site of the rail to get the correct geometry.
References : - track in tunnel (BR)

- test track on earth work 4 km (RENFE 1975)
- track in tunnel at Roger-Pass 78 km (Canada 1988)

Page 25 of 63
II . 2 . B : Systems with 2 resilient levels and light intermediate.

In this family it can be found all direct layout with two levels plates. A first level fixes the rail
by fastenings like ballasted track on an intermediate plate. A second level includes a flexible
elastic level between intermediate plate and a support plate or directly a slab support. In any
case one will have a fixing to insert and to position in the support structure with a positioning
of rail.
II. 2. B. 1 ZBLIN BTE layout

The system includes a reinforced concrete slab (BTS) over the cement stabilised support layer
(HGT). At the site of rail fixings the concrete is machined then to get a correct geometry with
a two-level plate system.
References : - test track on earth work 390 m Waghusl (DB 1996)

Contact :
ZBLIN AG
Hauptverwaltung Stuggart
Albstadtweg 3
D-70567 Stuttgart

Page 26 of 63
II . 2 . B . 2 Heilit & Woerner BES layout

(HGT). A two-level plate system is inserted by vibration in fresh concrete to get a correct
geometry .

Contact :
HEILIT+WOERNER BAU-AG
Klausenberger strasse 9
D-81667 Mnchen
II . 2 . B . 3 APPITRACK layout
The system includes a concrete slab over a cement stabilised support layer. A plate system is
inserted by vibration in fresh concrete by a particular engine following the slipform-paver.
These machines are automatically piloted for topography to get a correct geometry.
System being developped Light rail experimental track in La Rochelle ( France).
Contact :
ALSTOM TRANSPORT
Dpartement Infrastructure
3, rue Eugne et Armand Peugeot
F-92508 Reuil-Malmaison-Cedex

Page 27 of 63
II . 2 . B . 4 Pose Leonard Weiss Crailshem FFC

(HGT). Dowels are inserted by vibration in fresh concrete and the interface of fastening
system is adjusted by a particular engine following the slipform-paver making the slab. These
machines are automatically piloted for topography to get a correct geometry. Then a IOARV
300 fastening system is assembled.

Contact :
LEONARD WEISS Gmbh & Co

Brunnenstrasse 36
D-74564 Crailsheim

Page 28 of 63
II . 2 . B . 5 Heilit & Woerner Rasengleis layout

The system includes reinforced concrete beams above the reinforced concrete base layer. A
system with a two levels plate is inserted by vibration in fresh concrete to get a correct
geometry.

Contact :
D-81667 Mnchen

Page 29 of 63
II . 2 . B . 6 HOCHTIEF-SCHRECK-MIEVES layout
The system includes a concrete slab (BTS) over the cement stabilised support layer (HGT).
Linking anchors are inserted in fresh concrete of the slab. Then blocks including the fastening
system are fastened with these anchors.

Contact :
HOCHTIEF

Page 30 of 63
II. 2. B. 7 Direct layout with plates

One can mention for memory direct layout examples with two-levels plates that can be used
notably on bridges or in tunnel to limit the clearance in height or the weight.
To get an appropriate geometry one of the strategy indicated previously should be used while
taking account the local conditions of execution of the working site.
A first type of realisation includes systems with an intermediate plate separated of the support
by a prestressed thick resilient pad.
The NS layout constitutes an example. One can also mention the Botzelaer system of SNCB,
the system Vossloh 1403 (Porto) or the layout with plate of FS. This type of layout can easily
be made adjustable vertically by shims and by adaptation of anchors. The possibility of
transverse regulating is much more limited and require systems of eccentrics on anchors.
A second type of realisation includes systems with a plate under the intermediate plate. This
plate being merely fixed to the support can easily be made adjustable vertically and
transversely without modifying stiffness.

Page 31 of 63
The adjustment possibility can also be obtained by using an adjustable fastening for sleeper :

Page 32 of 63
II . 2 . C : Systems with 2 resilient levels and heavy intermediate.

In this family will be found layouts including a reinforced concrete block including a classic
rail fastening system and an resilient level under and around the bottom part of the block. The
method of layout comprises the installation of rails on blocks with temporary connecting bars,
the positioning of rails to their definitive position and a fixing by an infill concrete or a
resilient resin like corkelast.
II . 2 . C . 1 Blokkenspoor NS layout
References : - track on bridges (NS 1969/1986)

- track in tunnel Schiphol (NS 1986)
Contact :
F. Klsters
Railinfrabeheer b&i Productbeheer
JCW 420 kamer 1.10
Postbus 2038
NL-3500 GA Utrecht

Page 33 of 63
II . 2 . C . 2 SONNEVILLE layout
The concrete block is inserted with its bottom part in a rubber boot presenting an horizontal
stiffness by mean of grooves and a vertical stiffness sole by a microcellular pad under the
block.
References : - track of Channel Tunnel 100 km (Eurotunnel 1993)

- track in tunnel 800 m Grauholz (CFF 1995)
Contact :
SONNEVILLE

Page 34 of 63

incorporated in structure by infill concrete
This "monolithic" layout family includes reinforced or prestressed concrete sleepers assuring
the inclination and gauge of the two lines of rails simultaneously.
These sleepers are used to bring up a track grid with rails and fastening systems. After
regulating of geometry, sleepers are integrated in concrete supporting structure; therefore
they don't constitute the replaceable elements of the definitive structure and necessitate
reinforcement rods to prevent the prefabricated elements to be broken away from the concrete
poured in situ.
The track being concreted with rails, the building process must take in account the thermal
expansion of rails during the setting of the wedging concrete.

This family regroups layouts RHEDA type and derivatives; it uses an adjustable fastening
system type Vossloh IOARV300.
The system includes a concrete trough (BTS or TCL) over the cement stabilised support layer
(HGT or HSB). These layers can be achieved by industrial methods drifted of the road
techniques (utilisation of slipform-paver). In principle thetrough is only reinforced for thermal
solicitation to get a continuous slab, except on railway bridges where it is cut up in slabs with
devices for the transmission of horizontal efforts.
The different solutions include some different sleeper types, some different processes for
wedging and betterments aiming to improve the link between prefabricated sleepers and infill
or trough concrete. For this last point the objective is to control the thermal crack opening to
avoid that frost can dissociate the different elements of the monolithic structure.

Page 35 of 63
II . 3 . B . 1 Classic Rheda layout

II . 3 . B . 1 . 1 The monoblock sleeper includes holes for the passage of continuous
longitudinal reinforcement rods and the fixing of screw spindles for the regulating of the track
with support on the trough. Sleepers are inserted by an infill concrete.
References : - test track on earth work 640 m Rheda (DB 1972)

- test track on earth work 400 m Dachau-Karlsfeld (DB 1977)
- track in tunnel 334+832+470 m Hoppengarten+Herchen+Merten (DB
1978+1979)
- HS track in tunnel 2392 m Einmalberg (DB 1985)
- HS track in tunnel 6994 m Mhlberg (DB 1986)
- track in tunnel 935 m Linderhaus (DB 1987)
- track on earth work 161 m Kutzenhausen (DB 1988)
- track on bridges 90 m Frstenfeldbruck (DB 1988)
- HS track in tunnel 5554 m Sengeberg (DB 1989)
- track in tunnel 8.9 km Susentein (BB 1993)
- track on earth work 16 km Breddin-Glwen (DB 1994)
- HS track on earth work 117 km Berlin-Hannover (DB 1998)
II . 3 . B . 1 . 2 The classic Rheda layout is also used with twin-blocks sleepers instead of
monoblock sleeper and with longitudinal bars besides the blocks.
References:
- HS track Kln-Rhein/Main (DB 2002)

165,284 km on earth work, in tunnel and on bridges
II . 3 . B . 1 Classic Rheda layout contact :

DYWIDAG Dykerhoff & Widmann Aktiengesellschaft
Postfach 81 02 80
D-81902 Mnchen
D-81667 Mnchen

LEONARD WEISS Gmbh

Fabrikstrasse 40
D-73037 Gppingen
Page 36 of 63
II . 3 . B . 2 Rheda Berlin layout

To optimise the structure, special twinblock sleepers are used with protruding reinforcement
bars. The regulating of the track takes place with lost concrete wedges and a removable
regulating system supporting the rail foot. Sleepers are integrated by an infill concrete.
References : - track on bridges 16000 m Berlin (DB 1996)

54 km on earth work
30 km in tunnel
3 km on bridges
Contact :
PFLEIDERER Geschftsfeld Verkehr

Ingolstdter Str. 51
D-92318 Neumarkt

SPIE ENERTRANS Gmbh

Aroser Allee 62
D-13407 Berlin
Page 37 of 63
II . 3 . B . 3
Rheda 2000 layout
To optimise the structure, special twinblock sleepers are used with protruding reinforcement
bars. The sleepers are integrated directly in a concrete slab without intermediate trough with a
light gantry system used for track regulation and as form work for concrete.
References : - HS track on earth work 7000 m Erfurt-Leipzig (DB-2000)

Contact :
GERMAN TRACK SYSTEMS PROJEKTGESELLSCHAFT mbh

Warschauer Strasse 34-38
D-10243 Berlin
II . 3 . B . 4 Heitkamp layout
The trough is filled with ballast to lay the track panel; the track is adjusted by ballasted track
machines. Then a mortar is flowed in the ballast to transform the track in monolithic system.
Contact :
HEITKAMP Gmbh
Langekampstrasse 36
D-44652 Herne

Page 38 of 63

incorporated in structure by vibration
This "monolithic" layout family includes reinforced concrete sleepers assuring the inclination
and gauge of the two lines of rails simultaneously. These sleepers are used to mount fastening
systems. In a single operation it is made regulating of geometry and integration of sleepers in
concrete supporting structure; therefore they don't constitute the replaceable elements of the
definitive structure.
This family uses an adjustable fastening system type Vossloh IOARV300.
II . 4 . B . 1 ZBLIN layout
The system includes a concrete slab over the cement stabilised support layer (HGT). A heavy
tooling is positioned precisely in relation to the situation of the future track. This tooling
incorporates at a time about ten sleepers by vibration in the fresh concrete . The track being
concreted without rails, the building process doesn't need to take in account the thermal
expansion of rails during the concrete setting.
References : - test track on earth work 233 m Obersslingen (DB 1988)
- HS track in tunnel 4796 m Markstein (DB 1989)
- track on earth work 12300 m Wittenberge-Dergenthin (DB 1993)
- track on earth work 22 km Gardelegen (DB 1996)
42,478 km on earth work, in tunnel and on bridges
Contact :
ZBLIN AG
Hauptverwaltung Stuttgart
Albstadtweg 3
D-70567 Stuttgart

Page 39 of 63
II . 5 Family 5 : systems with punctual fastening of the rail on sleepers laid

and anchored on a supporting structure
This layout family includes reinforced concrete sleepers assuring the inclination and gauge of
the two lines of rails simultaneously.
Towards vertical effort sleepers are merely laid on a foundation structure; on the other hand
towards transverse or longitudinal efforts it is necessary that the system includes anchorage or
stop devices. Links between sleepers and supporting structure being weak, sleepers can be
considered as replaceable elements.
For supporting structures one can find structures like road pavement in concrete or in asphalt.
For the concrete structures one recovers the question of the cracking; for structures in asphalt
the problematic is the one of the long-term slow distortions (vertical stamping for example),
the non uniformity of which can compromise the objective of absence of geometry
maintenance.
Supporting structures are normally achieved in several layers to get the geometric precision of
the vertical levelling. Sleepers being merely laid, their thickness tolerance and their state of
inferior surface must make the object of particular prescriptions. The use of a contact
interfacing on inferior face of sleepers, bidim for example, solves problems of contact but
doesn't prevent from a spread of sleeper reactions owed to too strong variations of thickness.

This family uses an adjustable fastening system type Vossloh IOARV300.

Page 40 of 63
II . 5 . B . 1 BTD layout
The system includes a concrete slab poured over the cement stabilised support layer (HGT).
The horizontal effort resumption is assured by an anchor rod crossing the sleeper.
References : - test track on earth work 490 m Breddin-Glwen (DB 1993)
- HS track on earth work 32 km Gardelegen (DB 1997)
Contact :
D-81667 Mnchen
ZBLIN AG
Hauptverwaltung Stuttart
Albstadtweg 3
D-70567 Stuttgart
II . 5 . B . 2 WALTER layout
The system includes asphalt layers laid over the cement stabilised support layer (HGT). The
horizontal effort resumption is assured by an anchor rod crossing the sleeper.
References : - track on earth work 9.4 km Hohenthurm-Rabatz (DB-1994)
Contact :
WALTER BAU (see ZBLIN)

Page 41 of 63
II . 5 . B . 3 GETRAC layout
The system includes asphalt layers laid over the cement stabilised support layer (HGT).
The horizontal effort resumption is assured by a concrete dowel held in the sleeper by a
rubber bearing. The thin regulating of the lateral geometry can be assured by a lining machine
for ballasted track. Then a mortar fill the space between the dowel and the groove in the upper
asphalt layer.
References : - track on earth work 7.0 km Westkreuz-Ruhleben (DB-1995)
Contact :
GETRAC
(see PFLEIDERER)

Page 42 of 63
II . 5 . B . 4
ATD layout
The system includes asphalt layers set up over the cement stabilised support layer (HGT).
The lateral effort resumption is assured by a central upstand in upper asphalt layer. The thin
regulating of the lateral geometry can be assured by a lining machine for ballasted track. Then
a fixing by a flexible bituminous mortar is done between the asphalt central upstand and the
sleeper.
Towards longitudinal effort asphalt central upstand is not directly active. The simple friction
of sleepers can be insufficient in case of breaking of the continuous welded rail and the
resistance should probably be increased by putting ballast between sleepers or using heavy
sleepers.
References : - HS track Nantenbach (DB-1993):
14,48 km on earth work and in tunnel
- track on earth work 2800 m Leinakanal (DB 1994)
- HS track on earth work 10.2 km Staffelde (DB 1997)
A test track of 150 m was built in Strasbourg (SNCF-1996) with particular sleepers and
fastening system.
Contact :
DEUTSCHE ASPHALT Gmbh

An der Gehespitz 20 B
D-63263 Neu-Isenburg

Page 43 of 63
II . 5 . B . 5 SATO layouts
The system includes several versions with on the one hand asphalt layers set up over the
cement stabilised support layer (HGT), and on the other hand Y metallic sleepers or
monoblock concrete sleepers.
The horizontal effort resumption is assured by anchors bound to sleepers.
References :
Steel sleepers: - track Y/ATS on earth work 635 m Welsede (DB-1986)
- track Y/ATS on earth work 793 m Hmelerwald (DB-1986)
- track Y/ATS in tunnel 935 m Linderhaus (DB-1987)
- track Y/ATS on earth work 1600 m Langenfeld (DB-1990)
- track Y/ATS in tunnel 800 m Leipzig (DB-1994)
- track Y/ATS on earth work 30km Bitterfeld-Hohenthurm (DB-1994)
Concrete sleepers: - track concrete sleepers/ATS on earth work 615 m Oelde (DB-1989)
- track concrete/ATS on earth work 390 m Waghusel (DB-1996)
Contact :
SATO Gmbh
Weststrasse 62
D-08523 Plauen

Page 44 of 63

separated from supporting structure by a resilient level
This layout family includes reinforced concrete sleepers assuring the inclination and gauge of
the two lines of rails simultaneously.
The bottom part of sleepers is fit up to receive a boot acting as stiffness on the lateral faces
and including a resilient pad on the inferior face . The top/down building method consists,
after installation of sleepers and rails and regulating of geometry, to pour in situ an infill
concrete between supporting structure and elastic boot.
This layout is used mainly in tunnel with a raft playing the role of supporting structure.
II . 6 . C . 1 type STEDEF layout

Page 45 of 63
Variants can exist concerning the set of the concrete, previous realisation of grooves with
slipform-paver or system of prior slab for example. A wedging concrete remains nevertheless
necessary.
References : - test track in tunnel 210 m Btzberg (CFF 1966)
- test track on earth work 72 m Radcliffe (BR/UIC - 1969)
- track on earth work 300 m Neuilly/Marne (SNCF - 1972)
- track 1.6 km Copenhague (DSB 1974)
- track in tunnel 10 km Heitersberg (CFF 1975)
- track in tunnel 7.5 km Aulnay+Corbeil (SNCF 1975)
- test track on bridge 74 m Avignon (SNCF 1978)
- track various in tunnel 12 km m (SNCF 1979/1985)
- track in tunnel 9.2 km RER C Paris (SNCF 1988)
- track 15.9 km Zrich (CFF 1979/1990)
- track in station 840 m Malaga (RENFE 1983)
- track various 55 km (RENFE 1984 1994)
- track in tunnel 11.5 km Grauholz (CFF 1995)
- track TGV in tunnel - 8.5 km interconnexion (SNCF 1996)
- track in tunnel 14 km Passante di Milano (FS 1997)
- track in tunnel 8.7 km RER E Paris(SNCF 1999)
Contact :
SNCF / IGEVT
144 rue des Poissonniers
F- 75876 Paris Cedex 18
RAILTECH STEDEF
Zone industrielle du Bas Pr B.P. 9
F- 59590 Raismes
COOPSETTE
VIA BIAGIO, 75
I 42024 CASTELNOVO SOTTO

Page 46 of 63
II . 6 . C . 2
SATEBA S312 layout
This evolution of the STEDEF layout brings two improvements:

- to make possible a repair, following derailment or material damage, while limiting
intervention to the replacement of the sleeper without necessity to make again the
wedging concrete;
- to make waterproof the assembling of the sleeper in the layout.
These objectives are reached by the following way:
- manufacture of the sleeper with reduced dimensional tolerances;
- use of a rigid hull instead of a rubber boot in order to create a print in the wedging
concrete with reduced dimensional tolerances;
- lateral stiffness preserved by the elastic pads in the hull and flexible waterproof seal
between the hull and the sleeper.
References : - HS track in tunnel 16 km Marseille (SNCF - 2000)

Contact :
SATEBA
262 Boulevard Saint-Germain
F- 75007 Paris

Page 47 of 63
II . 7 Family 7 : systems with punctual fastening of the rail on prefabricated

slabs
This layout family includes reinforced or prestressed concrete slabs assuring the inclination
and gauge of the two lines of rails simultaneously.
The prefabricated slabs include during manufacturing the interfacing with fastening systems.
The top/down method of construction consists in adjusting geometrically the slabs over the
supporting structure, then to pour between slabs and supporting structure a half-rigid product
type bituminous mortar with a 3 to 7 cm thickness. Thus the bringing of wedging material put
in situ is reduced , what can present advantages of realisation (requirement of prefabricating a
large proportion of the work off-site and independently of site conditions and processes).
This bituminous mortar being half-rigid permits to break away rather easily the slabs from the
support. Consequently slabs can be considered as replaceable elements and repairs by
adjusting the level of slabs are foreseeable.
On the other hand the half-rigid character of the bituminous mortar can cause concerns on its
life span and the tendency to the beating of slab ends.
The property of resilient level of the bituminous mortar can lend to discussion following its
thickness and its composition.
Two sub-families can be considered.
For the first one (7.B) the final assembly can be seen as a monolithic layout and it is
recommended to have a mechanical link between slabs.
For the second sub-family (7.C) the separation layer is seen as resilient, even if its
contribution to global stiffness of track is rather low (the main part of global stiffness is
brought by fastening system). Then the resilience of bituminous mortar permits independent
behaviour of the supporting structure and of the slabs. On the other hand solutions must be
found for the transmission of horizontal efforts, generally by mean of an upstand in
supporting structure and relevant opening in slabs.

Page 48 of 63

II . 7 . B . 1 type BGL layout
This system includes slabs of 6.45 m x 2.5 m (or 2.8 m) x 0.20 m with a two resilient level
fastening system (type IOARV300 or Krupp ECF).
As the fastening system is doubly elastic , the wedging mortar under slabs doesn't constitute a
resilient level necessary and its thickness can be reduced to 3 cm.
Slabs are mechanically linked (welded bars earlier).
References : - test track on earth work 430 m Dachau-Karlsfeld (DB- 1977)
- track on earth work 657 m in station Rot-Malsch (DB- 1999)
- track in curve on earth work 214 m Hattstedt (DB- 1999)
Contact :
MAX BGL
P.O. Box 1120
D- 92301 Neumarkt

Page 49 of 63

II . 7 . C . 1 Japanese layouts with prefabricated slabs
The Japanese railroads (JNR / RTRI) developed several variants of systems with prefabricated
slabs using prestressed or reinforced concrete slabs of about 5 m x 2.34 m with a 0.16 or 0.19
m thickness. These slabs include an adjustable fastening system with a single resilient level,
the complementary stiffness being brought by a bituminous mortar of minimal 4 cm thickness
and possibly a rubber mat in some antivibrating versions. These slabs are generally stopped
with a resilient link on circular upstands of supporting structure.

Page 50 of 63
The recent evolutions includes slabs with hollows in middle to optimise the setting up of the
bituminous mortar.
Japanese grant an special attention to the bituminous mortar either for the supplying and
setting costs or for its technical performances. Two composition types exist according to the
meteorological conditions of the site of use and the bituminous mortar (CAM: cement asphalt
mortar) includes 9 elementary components.
References : - Shinkansen tracks (Japan) :
Ballastless track
length
Sanyo (1975)
Tohoku (1982)
Joetsu (1982)
Hokuriku (1997)
Contact :
Osaka - Hakata
Tokyo - Morioka
Omiya - Niigata
Takasaki - Nagano
Earth
works
4
24
2
19
bridges
tunnels
59
313
148
35
218
114
106
63
Total
ballastless
281km
451 km
256 km
117 km
Railway Technical Research Institute

Track Technology Development Division
2-8-38 Hikari-Cho, Kokubunji City
Tokyo 185-8540
JAPAN

Page 51 of 63
II . 7 . C . 2 type BB-PORR layout

This system includes slabs of 5.16 m x 2.4 m x 0.16 to 0.24 m with a two resilient level
fastening system type IOARV300. Slabs present two central rectangular openings of 0.91 m x
0.64 m to facilitate the setting up of the wedging mortar and to transmit horizontal efforts.
The slab includes a resilient separation layer of polyurethane-cement on the bottom surface (3
mm thick with C = 0.5 N/mm3) and on the side faces of the openings. In the same operation
of the wedging mortar, a concrete plug is made at the opening with a conical shape to prevent
uplift.
In its standard design, this is a mass-and-spring system with a mass of 1 tonne per linear
meter with advantages against vibrations.

Page 52 of 63
References : - test track on earth work 450 m langenlebarn (BB - 1989)

- track in tunnel 4296 m Tauerntunnel (BB - 1991)
- test track on bridge 52 m Helwagbrcke (BB - 1993)
- track in tunnel 11000 m Galgenbergtunnel (BB - 1997)
- track in tunnel 650 m Rmerbergtunnel (BB - 1997)
- track in tunnel 4700 m Zammer tunnel (BB - 1999)
- track in tunnel and on bridge 11000 m Kaponig + Ochenig (BB - 1999)
- track in tunnel 3730 m Wolfsgrubentunnel (BB - 2000)
- track in tunnel and on bridge 8570 m Wachberg + Melker (BB - 2000)
- track in tunnel 12950 m Siebergtunnel (BB - 2001)
- track 6000 m Lehrter bahnhof (Ost-West verbindung) (DB - 2002)
- track 3250 m S7/rennweg Flughafenschnellbahn (BB - 2002)
Contact :
PORR TECHNOBAU
Absbergasse 47
A - 1103 WIEN
BB Infrastruktur Fahrweg Technik

Hegelgasse 7
A 1010 WIEN
II . 7 . C . 3 type IPA layout

This system includes slabs of 4.15 m x 2.5 m x 0.18 m with a two levels plated fastening
system. Slabs present two protuberances (0.18 + 0.17 m) at ends to anchor in supporting
structure.
Slabs are wedged with a bituminous mortar of 5 cm thickness.
References : - test track in station 60 m Gorlago (FS- 1984)
- track in tunnel+bridges+earth work 57 km Udine-Tarvisio (FS- 1986+1988)
- track in tunnel 5 km Caanizzaro (FS- 1988)
- track on bridges 5 km Fiumicino aeroporto (FS- 1988)
- HS track in tunnel and on bridges 5 km Roma-Firenze (FS- 1991)
- track en tunnel 26 km Verona-Brennero (FS- 1993)
Contact :
INDUSTRIA PREFABRICATI E AFFINI

Via Provinciale Per Tresore
I- 24050 CALCINATE (BG)

Page 53 of 63
Project : Feasibility study ballastless track
Third part : Potential studies about ballastless track

It is proposed to continue works for the feasibility study by following two axes : the first aims
to complete the state of the art and the second aims the development of specifications to
allow the railways to define requirements applicable to projects with ballastless track.
III . 1 Works to complete the state of the art of ballastless tracks

III . 1 . 1 Enrichment of the state of the art
Everybody writes papers in respected Railroad magazines about the construction of ballastless
track, but after the construction story it is never communicated whether the promised
advantages are realised and which unexpected properties or behaviour has been discovered.
Then it is also proposed in the future studies to make an investigation after a number of
ballastless types of track which are presented by railroad companies as proven systems.
This investigation should content the year of installation, the track load, the present condition
of the track, the maintenance which has been carried out and the required maintenance. The
investigation has to be very comprehensive, which means that the workgroup who has to do
this job must consist of people with an extensive practical experience in this field. In principle
only (maintenance) information from railroad companies should be accepted. Information
from manufacturers however must be either rejected or at least checked very conscientious.
This job is likely a necessary intermediate step before general guidance for the choice of
ballastless track desired by infrastructure managers.
It is proposed to create a steering group for the future studies including few track experts from
railway companies to steer the proposed studies. It doesnt seem appropriate to give this study
to bodies like universities or ERRI .
The ballastless track project group will:
- complete the state of the art and help UIC by giving help on the subject ballastless
track
- organise the studies described in III . 2 and get some data for these studies and
validate the studies.

Page 54 of 63
III . 1 . 2 Economic studies

III . 1 . 2 . 1 Generalities
As mentioned previously the cost of construction of a ballastless track is greater than the one
of a ballasted track. This extra cost is compensated by a weaker maintenance cost. The
economic approach must therefore be made with a survey of the life cycle cost (LCC).
However two categories of factors are very badly suitable to the economic calculation: on the
one hand track availability costs are with difficult to generalise (the harmonisation of the
infrastructure rating is not yet made for the operating companies and even less for the
maintenance of the infrastructure); on the other hand choices can be made, as the possibility
to change components in case of derailment or the wish to reduce needs in labour, that express
social policies or management of risks that can be quoted and generalised with difficulty.
If these factors are separated one can however try to approach construction and maintenance
costs.
Following costs are given only for guidance to have size orders.
III . 1 . 2 . 2 Construction costs
In relation to the construction cost of a new line the track only represents 10 to 25% of the
total cost of projects.
According to the INFRACOST survey of the UIC (support group Management Sector of the
Infra commission) the cost of ballasted track (without switches) is 500 by meter of high
speed track, whereas the cost of a ballastless track is 1300 , so a factor 2.6. This last average
factor regains situations very dispersed, from of a factor 1.2 announced by the Japanese for
the AF slab track in tunnel, until a maximum of 4 announced by the INFRACOST survey.
The deviation of the extra cost factor can be assigned to several reasons:
- the distinction to make between the different cases of application (earth works /
bridges / tunnels) with the question of the limit between the track and the supporting
structures
- specificities of each project with labour and supply costs that vary according to
countries and to the logistical conditions of each working site
- the options chosen by the infrastructure owner especially for the replaceable
components, the adjustable fastenings option and equipments against noise and
vibrations.
The basis ballasted track cost is to modulate according to projects. The layout option of
under-ballast mat raises the price of about 40%. In the particular case of tunnels the superior
clearing of ballasted track leads to a supplementary section to dig raising the cost of the civil
engineering of about 250 , so 50% of the price of the track.

Page 55 of 63
The following table gives examples of construction cost for projects without particular
difficulties for different tracks on different supports (direct comparisons between examples
are not relevant):
Costs by track meter
Supplies
UIC 60 rails
Fastening systems
Concrete sleeper
Ballast including transport
(4.7 t/m)
Wedging mortar / concrete
(0.6 m3/m - 0.015 plates)
Support concrete (1.7 m3/m)
Working
Setting and adjustment of
the track
Pouring
of
wedging
concrete
Layout of support concrete
with road finisher machine
Overhead
Studies and engineering,
overhead costs
Total (indicative)
Ratio ballasted track
Standard high
speed ballasted
track
on earth work
52%
r
f
s
b
Ballastless
Track
Ballastless
track
in tunnel
on earth work
r
2.0 (adjustable)
to 8.0 (plated) x f
r
2.0 x f
0
0
33 %
0
0
15 %
15 %
15 %
500
1.0
1.1 to 1.5
1.3 to 3.0
The ratio to ballasted track depends on many factors like characteristics of alignment or
length of tunnel, difficulties of supply of the yard or options for noise or vibrations. In case of
tunnel a low cost implies that the design of track is taken in account in the design of the
tunnel from the beginning.
Low cost for the direct laying on adjustable plates supposes a supporting structure, tunnel raft
or bridge deck, accepting anchors for fastening systems. Therefore the cost is to possibly raise
for supplementary interfacing layers . On the other hand in the case where a direct fixing
without layers of interfacing is admitted on the technical plan on the bridge deck, an economy
on the structure of the bridge is foreseeable by reduction of the weight of the track.

Page 56 of 63
III . 1 . 2 . 3 Maintenance costs

Maintenance costs are obviously very variable. Besides the variation of supplying and labour
costs according to countries, maintenance costs depend on the one hand on the traffic
supported by the track (tonnage and speed) and on the other hand on the objectives followed
by the infrastructure manager for the comfort, the reliability and the availability of the line.
For a track with a big traffic the current maintenance of the track can be appraised to the
following cost by meter of track and per year:
Fictive example
various
Material maintenance
inspection
Ballasted
track
Ballastless comments
track
ballast weed killing
Including for switches and crossings
punctual replacement of sleepers in
ballasted track
Reduction for expected lower evolutions
Keeping of track
geometry
Rail maintenance
Total indicative
Cancellation of operations linked to ballast

Cutting down of grinding and repair of
imprints due to ballast
ballastless track economy
The INFRACOST survey points out a factor 2.8 for Japan that otherwise announces 50% of
the cost for the single geometry in ballasted track and a reduction of the cost to the for the
slab track. The current maintenance cost can lend to discussion according to the consistence
of operations; one will especially keep in mind the economy for ballastless track compared to
ballasted track.
To the current maintenance cost it is necessary to add renewal costs if one compares with a
ballastless track with a claimed life span over 40 years.
In a simple feasibility study it does not appear possible to give general indications for costs
and consistency of maintenance or regeneration operations allowing to sketch a study on the
life cycle cost (LCC). There are too much variations of parameters linked to the project
(characteristics of admissible load, alignment and speed, conditions of realisation ) or to the
ulterior operation of the line ( supported tonnage, policy of maintenance depending on the
reliability and the availability of the infrastructure).

Page 57 of 63
III . 1 . 2 . 4 Proposal for future studies

On earth works it doesn't seem appropriate that the Civil Engineering support group finances
in a first phase an economic survey for the following reasons:
- the profitability of a ballastless track is not justifiable only with construction and
maintenance costs; the other justifying (availability and politics of maintenance) don't
yet make the object of harmonised costs and are responsible to the free choice of the
infrastructure owner;
- only one network, the DB, has a politics of generalised use of this construction type;
therefore there are no meaningful contributions to wait from the other networks;
- a challenge of the DB requirements aiming to reduce structures to decrease the cost
can drive to incur supplementary risk towards questions of heterogeneity and settlement
of earth works; therefore one cannot suppose that the factor of construction extra cost
may decrease very distinctly below 2; reductions of cost with equal requirement depend
on a stake in competition of suppliers which otherwise take patents on the brought
improvements.
In the same way on railway bridges it doesn't seem appropriate that the Civil Engineering
support group finances in a first phase an economic survey for the following reasons:
- the lack of common rules on questions of expandable lengths, adjustable or sliding
fastenings and separation between structure of bridge and structure of track, bring to the
different concepts therefore to very different costs;
- the reduction of the construction cost of the structure by reduction of the weight of the
track is a controversial question; it probably comes from the absence of a single design
for ballastless track;
- every railway bridge with a great length is seen as a particular case including the track
point of view ; it is therefore difficult to pull a generality of it.
On the other hand the ballastless track layout in tunnel with raft is experienced by several
networks and can make the object of a more detailed economic survey in a first phase. This
survey should establish the life cycle cost for four types of solution: monolithic layout,
STEDEF type layout, slab track layout and direct layout with plates. Besides while
considering extra costs generated to junctions between ballastless track and ballasted track
that cannot be treated correctly by tamping, the survey will specify an advisable minimal
length for the systematic layout in ballastless track in tunnel.

Page 58 of 63
III . 2 Elements of requirements

III. 2. 1 Definition of the global stiffness
The necessity to limit the stiffness of the track to reduce the vertical dynamic efforts between
wheels and rail is now admitted. Furthermore this requirement is mentioned in the Technical
Specifications for Interoperability for high speed. However there is no standard definition of
the global stiffness of the track.
Therefore this global stiffness prescription takes some various shapes: for example objective
of value of rail displacement for a nominal axle load or prescription of means with imposition
of a fastening system for example. This situation is regrettable because it calls upon debatable
load notions (to see point 2. 2 here after) or because it limits arbitrarily the possible solution
range.
In ballastless track systems it can be considered that a controlled stiffness is introduced
between the rail and a supporting structure (apron of bridge, raft of tunnel, cement stabilised
or asphalt layers) rigid relatively to the resilient levels between rail and supporting structure.
The fact to control the stiffness permits to limit the scattering of the stiffness compared to
ballasted tracks for which variations of supporting structure stiffness strongly influences the
global stiffness and the ballast layer stiffness.
It seems
stiffness
include:
-
possible to remedy the quoted inconveniences previously while elaborating some

prescriptions applicable only to the ballastless track. These prescriptions could
a global stiffness definition: for example static stiffness at the rail in kN/mm;
some rules of transposition of the global stiffness in stiffness specific to each type of
ballastless track: for example stiffness in MN/m by stretch of rail for embedded rail
systems or stiffness in kN/mm for systems with plates or a sleeper head according to
sleeper spacing;
comments or recommendations on the spacing of supports for systems with non
continuous support of rails;
an objective of stiffness with the method of assessment: for example a dynamic
stiffness between 50 and 100 kN/mm for the specific stiffness of plated systems
measured according to appendix B of prEN 13481-5;
a validation calculation of the load transmitted to the supporting structure: validation
of the coefficient of the eurocode prEN 1991-2 for example.

Page 59 of 63
III . 2 . 2 Definition of loads

A too fast reading of the Technical Specifications for Interoperability for high speed could let
believe that it is sufficient to take limit values of wheel loads (according to leaflet UIC 518) to
size supporting structures according to the eurocode prEN 1991-2.
This way to proceed could drive to mistakes for the following reasons:
- the authorised maximal loads of the leaflet UIC 518 are checked while limiting the
low-pass frequency band to 20 Hz; therefore they don't include the total
solicitations of the track particularly degraded situations of vehicles as wheel flats;
- the ballastless track claims a better track geometry therefore lower dynamic
overloads; therefore one should separate in the dynamic solicitations overloads
bound to the track (quasi-static efforts of the alignment and geometry defects) and
those bound to vehicles (swaying efforts, roughness of wheels);
- the loads described in the eurocode 1991-2 are adapted to ballasted tracks but not
indeed to certain types of ballastless track; for example for plated layout one should
take in account guiding efforts (load Y by rail) and not transverse hunting efforts
(limit of Prud'homme); the distribution of efforts doesn't follow a diagram of load
under ballast but is very dependent on the stiffness as mentioned before.
Consequently it seems useful to foresee a survey to elaborate guidelines for the calculation of
supporting structure of ballastless track.
The Technical Specifications for Interoperability for high speed allow a dynamic vertical
wheel load of about 170 kN, what allows a dynamic overload factor of about 2 for high speed
axles and a dynamic overload factor of 1.36 for 25 tons axles rolling practically at rather
weak speed. The dynamic load of 170 kN (by wheel) could be applied therefore for the
normal loads. Towards exceptional loads, taken in account for example for the calculation of
the concrete sleeper for ballasted track (impact coefficient k2d in prEN 13230), one should
get closer of the structure group experts to examine in what measures the difference between
normal dynamic loads and exceptional loads can be compensated by the safety coefficients
specific to methods of calculation of the prEN 1991-2. A similar analysis can be driven on
the transverse loads while considering the limit of Prud'Homme and the Y/Q < 0.8 criteria
quoted by the TSI.
Under reserve of a minimum of stiffness standardisation as mentioned in 1. 1, transpositions
of wheel loads in loads over supporting structures can then be considered for a calculation
type prEN 1991-2 applied to supporting structures.
Some tests with measurement of wheel loads (type UIC 518 leaflet) can be considered on
ballastless tracks to justify by measurements the dynamic overloads to keep in rules of
calculation.
These prescriptions should be validated by the structure experts group for the interfacing with
prEN 1991-2 and by the Sub Commission 57 B for the definition of loads.

Page 60 of 63
III . 2 . 3 Specification for adjustable fastenings

It can be thought that it is useful to specify the adjustable fastening utilisation while
specifying their domain of use and fixing regulating limits.
For the domain of use two utilisations are possible: at the time of the construction and to
correct anomalies affecting the support of the track after it is on duty.
The use of the fastening regulating for the construction drags some important costs in
manpower and in supplying of components; therefore this solution must be avoided.
The use of the fastening regulating to correct distortions affecting the support after it is on
duty permits to limit consequences of unforeseeable phenomena. It is therefore a
supplementary insurance against risks. These risks being quantifiable with difficulty and the
proof that they are limited being impossible to bring, it is difficult to justify an amplitude of
regulating of fastening systems. More the range of regulating is important and less will be
important the necessary speed reduction to compensate the risk at the origin of the distortion;
it is more especially true for a high speed operation.
On the other hand it should be possible to define in collaboration with the track experts group
a minimal adjustment range allowing to facilitate operations of rail replacement in cases of a
ballastless track including rails having already undergone a wear in operation.
III . 2 . 4 Experimentation of behaviour laws for ballastless track
The goal of tests is to get a reduced catalogue of behaviour laws for ballastless track systems.
One will disregard the deformation of supporting structures to focus only on controlled
resilient levels from the point of view of vertical stiffness and longitudinal stiffness.
The vertical behaviour is necessary for points 2.1 here before and 2.5.2 here after. The
protocol of test will include a static measure with complete behaviour law and a dynamic
stiffness according to prEN 13481-5.
The longitudinal behaviour is necessary for points 2.5.1 and 2.5.3 here after. The protocol of
test will include a static measure of sliding for unloaded track according to prEN 13146-1
with a complete behaviour law interpreted to isolate a stiffness part and a sliding part.
It is proposed to make laboratory tests on following systems:
1. embedded rail EDILON
2. plate Pandrol VIPA SP with standard clips (Fastclip)
3. plate Pandrol VIPA SP with reduced longitudinal resistance clips
4. fastenings system Vossloh IOARV 300 standard (Skl 15)
5. fastenings system Vossloh IOARV 300 with reduced longitudinal resistance (Skl 15 B)
6. STEDEF system or assimilated.

Page 61 of 63
III . 2 . 5 Survey of CWR / bridge interaction with ballastless track

In this part one intends to make investigating studies about CWR / bridge interaction with
ballastless track. Results of this survey will be published in a technical document and will be
transmitted to the structures experts group who will appreciate if one should foresee an
updating of the leaflet UIC 774-3 to better take in account ballastless track.
III. 2 . 5 . 1 Definition of a criteria for fastenings with a reduced longitudinal resistance for
ballastless tracks
The use of fastening systems with reduced longitudinal resistance permits to decrease efforts
in rails at bridge ends, what permits to increase the expandable lengths without expansion
devices for the CWR / bridge interaction. It would agree to formalise a criteria limiting the
maximal length of use of fastening of this type according to their sliding characteristic. This
criteria would be in relation with the maximal opening of the gap in case of rail breaking.
III . 2 . 5 . 2 Investigation of a deformation criteria at bridge ends for ballastless track
Deformations of bridge extremities bound to the vertical bending of spans under load result in
rotations of extremities and a vertical uplift of overhanging parts beyond bearing. These
discontinuities of angle or displacement at the level of supporting structure cannot exist at the
level of rails that react while bending by soliciting the link between rail and structure.
In ballasted track the ballast layer presents a rather big capacity of deformation until the
ability of loose between sleeper and ballast. In ballastless track one should examine
consequences on the behaviour of the rail fastening system and its technology.
Therefore a simple model of the track will be established with the vertical inertia of the rail
and the stiffness between rail and support and one will introduce as loading discontinuities in
the support (angle or uplift); then one will examine solicitations in effort and displacement in
fastenings. These solicitations will be examined from the point of view of system technology
(for example a down load solicitation is accepted without problem by pads but an uprising
beyond the toe load can solicit clips directly beyond their elastic domain). This analysis will
be done on the examples surveyed in 2.4.

Page 62 of 63
III . 2 . 5 . 3 Interaction calculations with fastening with reduced longitudinal resistance

A study is intended on two examples of bridge configurations to exam effects of CWR /
bridge interaction. Results will be analysed from a track point of view while considering that
the buckling risk of CWR is not conditioned anymore by a sliding in the ballast.
The two foreseen configurations are:
. single expandable length of 100 m without expansion device (1 fix bearing at one
end)
. succession of 8 decks of 100 m without expansion device with central fix bearing (so
expandable lengths of 50 m at ends and intermediate expandable lengths of 100 m).
The fix bearing stiffness will be the minimum value permitting to respect the displacement of
decks under braking according to prEN 1991-2.
Longitudinal behaviour laws between rail and support will be shape no linear compliant to
results of the point 2.4 . For cases 3 and 5, the maximal length with fastening with reduced
resistance will be compliant to the criteria to define in 2.5.1 .

Page 63 of 63

Ballastless Track

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Ballastless Track

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Infrastructure Commission Civil Engineering Support Group

Feasibility study ballastless track

Report - March 2002

UIC Infrastructure Commission Civil Engineering Support Group

Track Experts / general practitioners :

UIC Infrastructure Commission Civil Engineering Support Group

First part: Generalities on the ballastless track

Second part : Catalogue of ballastless tracks

Third part : Potential studies about ballastless track

UIC Infrastructure Commission Civil Engineering Support Group

Project : Feasibility study Ballastless track

UIC Infrastructure Commission Civil Engineering Support Group

Project : Feasibility study Ballastless track

UIC Infrastructure Commission Civil Engineering Support Group

I . 2 Case of application of the ballastless track

UIC Infrastructure Commission Civil Engineering Support Group

I . 3 Mains differences between ballastless track and ballasted track

UIC Infrastructure Commission Civil Engineering Support Group

UIC Infrastructure Commission Civil Engineering Support Group

I . 4 Rail fastening systems and resilient levels

UIC Infrastructure Commission Civil Engineering Support Group

I . 4 . 3 Adjustable fastening systems

UIC Infrastructure Commission Civil Engineering Support Group

I . 5 Process of obtaining of the final geometry

UIC Infrastructure Commission Civil Engineering Support Group

UIC Infrastructure Commission Civil Engineering Support Group

UIC Infrastructure Commission Civil Engineering Support Group

I . 7 Specific problems to ballastless tracks on earth work

UIC Infrastructure Commission Civil Engineering Support Group

UIC Infrastructure Commission Civil Engineering Support Group

I . 8 Specific problems to ballastless tracks on railway bridges

I . 9 Specific problems to ballastless tracks in tunnels

UIC Infrastructure Commission Civil Engineering Support Group

I . 10 Specific problems to ballastless track switches and crossings

UIC Infrastructure Commission Civil Engineering Support Group

UIC Infrastructure Commission Civil Engineering Support Group

Project : Feasibility study Ballastless track

Second part : Catalogue of ballastless tracks

UIC Infrastructure Commission Civil Engineering Support Group

Independent stretches of rail

>2 resilient levels

Inclination and gauge for both

Feasibility study Ballastless track - Version : 08/04/2002

UIC Infrastructure Commission Civil Engineering Support Group

II . 1 Family 1 : systems without punctual fixings of the rail

UIC Infrastructure Commission Civil Engineering Support Group

II . 2 Family 2 : systems with punctual fastening of the rail and independent

UIC Infrastructure Commission Civil Engineering Support Group

II . 2 . A : Systems with a single resilient level.

References : - track in tunnel (BR)

UIC Infrastructure Commission Civil Engineering Support Group

II . 2 . B : Systems with 2 resilient levels and light intermediate.

II. 2. B. 1 ZBLIN BTE layout

References : - test track on earth work 390 m Waghusl (DB 1996)

UIC Infrastructure Commission Civil Engineering Support Group

II . 2 . B . 2 Heilit & Woerner BES layout

References : - test track on earth work 390 m Waghusl (DB 1996)

UIC Infrastructure Commission Civil Engineering Support Group

II . 2 . B . 4 Pose Leonard Weiss Crailshem FFC

References : - test track on earth work 390 m Waghusl (DB 1996)

LEONARD WEISS Gmbh & Co

UIC Infrastructure Commission Civil Engineering Support Group

II . 2 . B . 5 Heilit & Woerner Rasengleis layout

References : - test track on earth work 390 m Waghusl (DB 1996)