70270 Feste Fahrbahn Englisch 16.02.

2007 12:26 Uhr Seite 1

SLAB TRACK
SYSTEM ÖBB–PORR ELASTICALLY SUPPORTED TRACK BASE PLATE
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GENERAL PRODUCTION, STORAGE AND TRANSPORT

The slab track (ST), system ÖBB–PORR elastically supported
track base plate, has been jointly developed by the Austrian
Railway Corporation (ÖBB) and Allgemeine Baugesellschaft –
A. Porr AG. Since 1995 it has been the obligatory system in
Austria and since 2001 it has also been used in the construc-
tion of bridges and tunnels in Germany. No problems have
occurred on the tracks already in operation, covering a dis-
tance of approximately 100 km. The oldest section has been
in operation for 17 years without maintenance and service
costs.
TRACK BASE PLATE (TP)
CONSTRUCTION
The principal element of this system is the elastically supported
track base plate. The track-base-plate-system ÖBB–PORR is
based on a 5,16 m long pre-fabricated reinforced concrete
plate with untensioned reinforcement. Thus eight pairs of
supporting points type Vossloh 300-1 are integrated at inter-
vals of 65 cm. The sole of the plate as well as the tapered
grouting openings are provided with an elastic layer for
decoupling. This results in a reduction in the vibrations emit-
ted into the foundation (damping of structure-borne noise).
The system weighs 1 t per linear meter and is therefore a light
mass-spring-system.
Production is made in a prefabrication plant and/or a field
plant and is therefore independent of weather conditions. Due
to a complete quality assurance system a constant high qual-
ity is guaranteed and documented. The used steel formworks
are adjustable and so they completely cover all radii ranges.
Reductions, block outs, coverings, dowels etc. can be fore-
seen with millimetre accuracy using adequate layers. Due to
the “just-in-time-principle” storage place is as a rule provided
in the company plant only. From there the track base plates
are normally transported to their destination by wagon. The
5 t heavy plates are fastened using a special traverse grab-
bing into the grouting opening. Each of the track base plate
types is unmistakably marked with a corresponding bar code
set in concrete and can therefore be easily identified at any
time if intermediate storage is necessary. The unloading is
handled with the necessary unloading equipment (portal
crane or lorry with crane) or with any other lifting device if
intermediate storage is essential.

Production of track base plates in prefabrication plant

TRACK BASE PLATE SYSTEM ÖBB–PORR

Length 5,16 m (2,56 up to 5,16m)
Width 2,40 m (2,10 up to 2,40m)
Depth 16 cm (16 / 24 cm)
Openings 91 x 64 cm (top)
87 x 60 cm (bottom)
Weight: 50,00 KN (gross)
51,40 KN (using Vossloh 300-1)
Types: Linear (R>3697 m)
Radii (R=200 up to 3697m)
Railway/suburban railway/underground
Rail: 60E1 (E2) / S54 / S48U
Optional intermediate storage of track base plates

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SLAB TRACK, SYSTEM

50
“TRACK BASE PLATE ÖBB–PORR” 30
1.800
1.800 30
50

2 2
track base plate chequer plate 7/9 zinc-dipped

ASSEMBLING elastic concrete joint

upper edge of
the track 0.00
block out
1800/700 zinc-dipped angle iron
layer sealing
compound

8 16 23
The slab track system ÖBB–PORR elastically supported track
base plate, is built on a solid or low-subsidence base struc- concrete subbase
18 18
-0.47

ture such as, for example, a tunnel invert, bridge construction 1.836

or hydraulically bond base layer on mass spring systems. As

a rule, the grouting thickness is > 8 cm and therefore the sub- -1.32

structure height up to the upper edge of the track is 60 E1 tubbing segment -1.55
(E2) > 47,3 cm. Through the tapered grouting openings a
drainage piping
positive locking compound of the track base plate and the incline concrete

concrete joint sealing compound is achieved.

Block out in track base plate for pump shaft – longitudinal section

BASIS FOR MEASUREMENTS AND SPECIFICATIONS

ACCORDING TO EUROCODE (EC)

2.400
Vertical loads
60E1(E2)
elastic
640 upper edge of
the track 0.00 Freight train UIC 71
concrete joint
track bed
sealing compound
Heavy load train SW 0 acc. UIC 776-1E
Speed v = 250 km/h (A) respectively v = 330 km/h
393
160 80

≥473
240

Axle weight Pmaxstat. = 250 kN at v = 120 km/h

≥80

Wear out per support point:

elastic layer reinforcement rough clean surface -- invert concrete
Qdyn = 125 x 1,67 x 1,25 = 261 kN
concrete joint sealing Horizontal loads
compound opening
earth connection track supporting component Side shock H = 100kN, but horizontal force in
a mounting axle H = 60 kN; effects of starting
and braking
Reinforcement
640

Proportion of steel approximately 6 % - mild

650 650 650 650 650
5.200
Slab track system ÖBB–PORR – cross section + top view
If a modified concrete joint sealing compound without rein-
forcement is used (> 4 cm), a construction height of > 43,3 cm
60 E1 (E2) can be achieved if necessary. This ensures the
essential flexibility, for example, to optimise cross sections of
tunnels and bridges or to realise track lowering in order to
obtain a bigger cross section (clearance) in already existing
old tunnels (for example Arlbergtunnel and Tauerntunnel).
Unlike sleeper systems, track base plates can provide big
block outs, for example for revision and bearing shafts wher-
ever needed. Block outs of 1,80 m x 0,80 m have already
been utilized in the tunnel of the north-south-connection in
Berlin. By reduction of the track base plates, cable crossings
of 250 mm width can be planned.
920
steel 550, in case of mild steel 500 appropri-
ately higher
650 650
Quality of concrete
Track base plates
C 30/37 / XC3 / XF3 / XA1L / GK 16 / F 52
Concrete joint sealing
compound > 8 cm
C 25/30 / XC3 / XF3 / XA1L / GK 8 / F 73 (scc)
C 25/30 / XC3 / XF3 / XA1L / GK 16 / F 73 (scc)
Concrete joint sealing
compound > 4 cm
C 55/67 / XC3 / XF1 / XA1L / GK 4 / F 73 (scc)
Weather conditions
Besides the safe carrying of the loads of the
railway traffic, the absorption of environmental
influences (temperatures) and the discharge of
surface flood water has to be secured reliably
on a long term basis. The track base plates are
connected with each other only by the passing
through tracks enabling a length compensation
within the 40 mm wide joints. Therefore any
deformations caused by temperature cannot
cause any damage. Furthermore the joints can
also be used for drainage.

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MODE OF OPERATION
The bedding necessary for the load distribution on the track is
guaranteed by the elasticity of the track mounting. In addition
the elastic rubber granulate layer, amounting to approximate-
ly 10 % of the total elasticity, has the effect that high forces are
well distributed and causes a reduction of the stress in the
multi-layered system.

Portal crane

Bedding of the supporting points and track base plates under traffic load

bedding measured in 6 MP /
calculated according to stress application
0,00

-0,50

-1,00

-1,50
bedding in mm

-2,00

-2,50

-3,00

-3,50
Laying of track base plates with lorry
-4,00
MP1 MP2 MP3 MP4 MP5 MP6 MP7 MP8 MP9 MP10 MP11 MP12

free bearing
stressed track
under consideration for plate bedding
Laying of under traffic load
PRODUCTION
Laying
The laying of the track base plates, which have a width of just
2,40 m (2,10 m), is normally done with portal cranes. This
enables the plates to be lifted forwards in the smallest possi-
ble space. In addition, no reloading or intermediate storage is
necessary, because the plates can be taken directly from the
transport wagon. In the case of islands or missing track con-
nection, the take over and the laying of the track base plates
by lorry with loader arm is the usual practice.
In any case, the track base plates are being laid at the desti-
nation with an accuracy of + 1 cm in order to minimize the
work needed to adjust them.
Adjustment of tracks
After the partial spreading of the tracks positioned at the side,
the work of adjusting the final track begins by using a M36-
spindle. This method guarantees precise track set accuracy in
setting the track requiring no further correction.
Adjustment work is further reduced by an adequate track
geometry of the track base plates. Therefore the time involved
for the adjustment is reduced by up to 50 % in comparison to
other slab track systems.

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Concrete pumps up to 500 m

DAMAGE CONCEPT
A further advantage of the elastic layer is its separation from
the concrete. Therefore the two tapered grouting openings,
which prevent a lift off of the track base plate, can be cut free
or chiselled out and the track base plates can be replaced
separately within three to four hours.
Measurement of track positioning with track measurement wagon
Concrete
According to the space available, the concrete joint sealing
compound is applied either directly or through a hose pump
up to a maximum of 500 m. The use of a self-compacting con-
crete joint sealing compound enables a holohedral embedding
of the track base plate. As a result of the vibration-free concret-
ing process (without vibrator), the fine-tuning of the track unit
is not affected. Furthermore, it is possible for these slab tracks
to be installed in a short railway block (example: East-West-
Connection Berlin 2002) due to the fast setting process of the
scc-concrete. The concrete joint sealing compound is ade-
quately reinforced in order to limit wide cracks.

Cut out – top view + longitudinal section

Concreting of track base plate with scc (self compacting concrete) Lifting – top view – longitudinal section

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Concreting of refurbishment-track base plate – top view + longitudinal view

BASE STRUCTURES Slab track in shield section

TUNNEL FLOOR BRIDGE

Tunnel floors have normally no or little subsidence and Bridge girder systems can, like tunnel floors, be used as a
they are therefore an ideal base structure for slab tracks. direct base structure for the slab track. The horizontal pressure
The slab track system ÖBB–PORR elastically supported is transferred within a narrow radius into the bridge construc-
track base plate can be directly mounted onto the tunnel tion by the use of concrete blocks. In Austria it is refrained from
floor. For surface dewatering every 50 m, or in the portal the labour-intensive application of concrete blocks.
areas every 25 m, semi-troughs are put diagonally into the
concrete joint sealing compound. The remaining spaces
up to the top layer of the concrete are usually filled with
Noise absober track
gravel or concrete. Track base plate “ÖBB-PORR”
Concrete joint sealing comound
1,5% Elastomer structure
Supporting structure

Balast

2%

Ballast

Concrete blocks

Track axle Bridge axle

Tunnel axis
Track axle

Bridge with slab track on Elastomer mat – sectional view

1.600 1.700

1.520 3.300 1.680

86.0 66.0 1.730 1.570 74.0 94.0

Ballsting
Track base plate
+0,18
SOK ±0.00
45.5 32.5
78.0

Concrete joint se al ing compound

-0.60

Shield section – Sectional view Berlin – Main station – Lehrter railway bridges with slab track

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Essential differences occur due to the rather high deforma- EARTH STRUCTURE
tion, by disfigurement or shrinkage, caused by temperature
differences, subsidence, or traffic loads as well as creep and The laying of earth structures is done on a load distribution
shrinkage. Especially at the bridge joints deformations can plate or a hydraulically bond supporting layer. Based on the
cause unacceptably high track tension and lifting of track sup- high degree of prefabrication of the track base plates and the
porting points. In such cases special track-crossing construc- relatively small grouting openings, quality influences due to
tions are necessary in order to reduce deformations to an weather conditions are kept fairly low. This also applies to
acceptable extent. For example, on the 25 bridge girder sys- mounting on bridge constructions.
tems of the east-west-connections, a total of 50 special track-
crossing constructions were built, and twelve joining areas
were directly built over with slab tracks (on extensive sliding
bearings).

Track axle
Concrete joint
Partial sealing
comound Upper edge
drainage pipe Absorbing plates

Rail axle
of track Bitumen cating
made of concrete ± 0,00
DN 200 drainage material Balast,
Longitudinal member ballast granulate 1
Track 60E1(E2) washed
Track base plate
Track base plate A Cross member
2:3
49 Steel concrete distribution
plate d = 30 cm -0.80
6%

20 2.40 20

Soil exchange

Bitumen cating
Elastically supported
WU concrete (C25/30) track base plate

210 210

A
Open section – cross section

Section A-A Steel wedge

Track 60E1(E2) Concrete
49

Bearing Cross member

4x longitudinal member Bearing

79.2 70.6 79.2

Track crossing construction – longitudinal section + cross section

Track crossing construction (track support structure) Slab track – Open section

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MASS SPRING SYSTEMS

Track axle
In case of increased demands on protection against structure-
Concentric noise absorber
borne noise, the system can be layered on a mass spring Track base plate
trough (example: cross section mass spring system in tunnel) Concrete joint sealing compound
Elastomer mat
or in case of lower construction heights, directly on the exten- Supporting Noise absorber at the
sive elastomer support (example: cross section mass spring structure edges

system on bridge). Balast

2%

The possibility of making block outs in any part of the track

base plate, enables a space-saving positioning of the bearing
Elastomer mat Concrete block
shafts in the track axle.
Elastomer mat

Slab track on extensive elastomer bearing (mass

spring system without trough) – sectional view

Due to the low height of the system (> 47,3 cm), mass spring
systems without troughs can be produced for low construc-
tion heights, for example 25 Hz on approximately 50 cm. On
the bridges of the main station Lehrter Bahnhof, a softer elas-
tomer was applied in the centre of the concrete blocks area,
unlike in the side areas, in order to avoid punching.

Bearing shaft with bearings when lifting the mass trough

Rail 60E1 (E2)

Steel concrete mass trough

elastic singel bearings

Slab track in shield section – cross section Application of elastomer

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ADAPTATION OF ADDITIONAL EQUIPMENT ADAPTATION OF ADDITIONAL EQUIPMENT

The track base plates provide a prefabricated bearing surface blockages, track magnets and conductor rails. In areas of fre-
with millimetre accuracy, for example, in order to absorb the quency control, the reinforcement can be insulated against
noise of traffic and railway crossings. Therefore, dowels with outside influences.
millimetre accuracy, can be used, for example, for guard rails,

Noise absorber

Section A-A

Guard rail
Track magnet Thread rod Adapter plate
Compensating plate
Anchorage device
Elastomer base plate
Base plate

Elastomer
base plate

Section B-B

Blockage
Conductor rail support REHAU
height adjustable Adapter plate

Elastomer base plate Compensation plate

Adapter plate
Elastomer base plate
Compensation plate

Section C-C Coated reinforcement

for example using AGROVAN 209
C
A

B
A

Additional equipment of the track slab system ÖBB-PORR – sectional view + top view

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TRANSITION FROM BALLAST TO SLAB TRANSITION FROM BALLAST TO SLAB

TRACK TRACK

Transition from ballast to slab track system, “track base plate with the ÖBB regulation RZ no. 17220. The ballast area is
ÖBB–PORR”, is carried out according to the standard cata- solidified by the use of a well-tried procedure with synthetic
logue for building slab tracks (4th edition) or in accordance resin.

Österreich RZ 17220

Section A-A Section B-B

65 65 60 ca. 60 60
ca. 30

6.5
Track base plate

Concrete joint sealing compound 24.5

Hydralically Hydralically
Concrete subbase bond foundation bond foundation

Upper edge
Upper edge Elastic bond ballast
of foundation
of foundation

Slabtrack Ballast

Slab Track with

prestressed-concrete sleepers Ballast
Number of sleepers 2,4 m long 15 reinforced concrete sleepers
Slabtrack (FF) 8 straight 2,60 m long 20 Stk. Point concrete sleepers Ballast with
Track base plate 16 bent 15m 12.00 m standard sleepers

Trackform 60E1(E2) Tuxiliary track: track form 60E1(E2)

60 60 60
2.400
2.800

A A B B

65 65 60 60
Elastically bonded ballast 30.00 m - 35.00 m

Partial bonding: (1) rail foot 0.7-0.8 m wide, 0.15 m deep

Full bonding 2.60 m wide approx 2. Every second space 0.15 m deep
0,15 m deep 7.2 m ≥22.8 m

Surface bonding includes strip along sleeper ends, 0.2-0.3 m wide and 0.2-0.3 m deep
30.00 m - 35.00 m

Transition area slab track / ballast (Germany) – longitudinal section, top view + sectional view

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REFERENCES REFERENCES
Finally, the ÖBB–PORR slab track system, is impressive parts and because its application has now been maintenance-
because of the visible concrete quality of the prefabricated free for over 17 years.

PROJECT YEAR SPECIFIC FEATURES TRACK LENGTH

Langenlebern 1989 Test track in the field 264 m

Tauerntunnel 1992 Tunnel refurbishment track 2 2.629 m

Helwagbrücke 1993 New bridge construction 52 m

Galgenbergtunnel 1996/1997 New tunnel construction, light mass spring system, bridge 11.040 m

Römerbergtunnel 1997 New tunnel construction, light and medium mass spring system 638 m

Zammertunnel 1998/1999 New tunnel construction, light and medium mass spring system 4.477 m

Kaponigtunnel 1999 New tunnel construction and bridge, light mass spring system 11.170 m

By-pass Melk 1999/2000 Wachbergtunnel, Melker tunnel, bridge 9.042 m

and field, light mass spring system

Wolfsgrubentunnel/Arlbergtunnel 1999/2000 New tunnel construction, medium mass spring system 3.730 m

Siebergtunnel 2000/2001 New tunnel construction 12.902 m

S7-Rennweg Airport 2001/2002 New tunnel construction, medium mass spring system 3.250 m

Blisadonatunnel 2002 New tunnel construction 4.865 m

Tauerntunnel 2002/2003 Tunnel refurbishment track 1 + 2 9.880 m

Unterwaldertunnel 2003 New tunnel construction 2.480 m

Junction Rohr 2003 New tunnel construction 1.691 m

Junction Wagram 2003 New tunnel construction 2.870 m

Lehrter Bahnhof 2001/2002 Bridges/light mass spring system track base plate on 4.690 m
(east-west-connection) slide bearings 50 joint crossing constructions

Lehrter Bahnhof 2002/2006 New tunnel construction / light, medium and heavy 8.944 m
(north-south connection) and heavy mass spring system / big block outs

Birgl- and Kennlachtunnel 2004 New tunnel construction and light mass spring system 2.650 m

Pistentunnel S7 2005 New tunnel construction, medium and heavy mass spring system 1.412 m

Lainzer Tunnel 2006/2007 under construction 4.550 m

Arlbergtunnel 2007/2009 under construction 20.812 m

TOTAL 124.038 m

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Fotos: PORR-Archiv
ABAP Ref. 317B / 02.07 / 0,25 M

PORR TECHNOBAU UND UMWELT AG

A-1103 Vienna, Absberggasse 47
Tel. 0043 (0)50 626-1509 | Fax 0043 (0)50 626-1651
www.porr.at | bahnbau@porr.at

The reference brochures of the PORR Group (from ABAP Nr. 217 on) can be downloaded from www.porr.at