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ISBN 2-7461-1397-X
Warning
No part of this publication may be copied, reproduced or distributed by any means whatsoever, including
electronic, except for private and individual use, without the express permission of the International
Union of Railways (U IC). The same applies for translation, adaptation or transformation, arrangement or
-
reproduction by any method or procedure whatsoever. The sole exceptions noting the author’s name
and the source -are ((analyses and brief quotations justified by the critical, argumentative, educational,
scientific or informative nature of the publication into which they are incorporated>> (Articles L 122-4
and L122-5 of the French Intellectual Property Code).
-
© Copyright Paris, 2008
Acknowledgements
The Ballastless Track Project has been completed with the contributions of:
Chairman Marcel FUMEY (SNCF)
Gloria CORZO UCEDA (ADIF)
Stefanie CRAIL (DB)
Rob HAKSEL (Prorail)
Christoph HOFMANN (SBB-CFF-FFS)
Frans KLOSTERS (Prorail)
Michael MIBLER (DB)
Jan MYS (Infrabel)
Rodolphe POTVIN (SNCF)
Rudolph SCHILDER (OBB)
Mario TESTA (RFI)
Jean-Marie TREVIN (SNCF)
 Contents
List of Figures i
List of Tables 2
1-Scope 3
-
2 Track components for ballastless track 4
-
3 Ballastless track on earth works 5
3.1 Definition used in this report 5
3.2 Special cases 6
3.3 Interfaces between track components and supporting structure 6
3.4 Interfaces between supporting structure and earth work 7
3.5 Calculation of the supporting structure sub-system 9
-
4 Ballastless track on bridges 11
4.1 Preliminary principle 11
4.2 Design aspects 11
4.3 Interaction between Continuous Welded Rails and bridges 14
4.4 Uplift at bridge ends (EN 1991-2 / 6.5.4.5.2 (3) and (4)) 15
4.5 Miscellaneous (change in EN 1991-2) 16
-
5 Ballastless track in tunnels 18
5.1 General 18
5.2 Cases of application 18
5.3 Drainage aspects 19
5.4 Safety aspects 19
5.5 Environnemental aspects 19
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 List of Figures
Figure 1: Permanent way systems in comparison 5
Figure 2: Different settlements of embankment fy factors 7
Figure 3: Different settlement parts by time 8
Figure 4: Schematic Section (DB example of design with a sealing layer
on concrete bridge deck) 12
Figure 5: Transfer of horizontal forces 14
Figure 6: Rotation at bridge end 15
Figure 7: Uneven settlement of bridge pier 15
Figure 8: Reducing end rotation with a compensation slab 16
Figure Al: Example 1: standard fastening system
for the German ballastless track (loarv-300) 22
Figure A2: Example 2: plated system with two resilient pads and
intermediate plate 22
Figure A3: Examples with Ballastless track on bridge only 27
Figure A4: Schematic Section 30
Figure AS: Transfer of Horizontal Forces 32
Figure A6: Cross-section 34
Figure A7: Rotation of bridge end 35
Figure A8: Uneven settlement of bridge pier 35
Figure A9: Horizontal displacement 36
Figure AlO: Reducing vertical displacement for trackwith grade 36
Figure All: Eliminating end rotation with a compensdation slab 36
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 Recommendations for design and calculation of ballastless track
-
2 Track components for ballastless track
When possible, harmonised technical specifications shall be used. These European
standards must be used:
• ENl3674forrails
• EN 13232 for switches and crossings.
EN 13481-5 shall be used for fastening systems and eventually ENV 13481-6 for
attenuation of vibration. However EN 13481-2 can be used forfastening systems on booted
sleepers, and performances and tests equivalent to those of EN 13481-5 can be used for
embedded rail systems. Under sleeper pads or elastic embedment shall be considered
as track components.
Sleepers or blocks or prefabricated slabs including interface for fastening systems shall
be considered as track components. EN 13230 can be used for sleepers or blocks
in booted sleepers systems, but cannot be used for specific sleepers used in compact
system.
Design of track components must ensure the vertical stiffness of ballastless track.
Recommendations for vertical stiffness are given in UIC report “Vertical Elasticity of
Ballastless Track”.
Adjustable fastening systems are strongly recommended: see annex 1.
In the case of prefabricated slabs used for some ballastless track systems, some
sections of EN 13230 (part I & 5) shall be used; loads should be defined according to
EN 1991-2 and design according to EN 1992.
4
 Chapter 3: Ballastless track on earth works
-
3 Ballastless track on earth works
3.1 Definition used in this report
r Ballastless track I L Ballasted track
(example,)
track
components I track componenl.c track conipoiwnis
supporting ---I___________
structure
,Froitpr~_c~on Iy.r
earth j Frotprot.dllonbyer / /
work
preparedsithgrad~jprforn,1a~~r
en,bankrneni or exacavafion surface
Figure 1: Permanent way systems in comparison
The ballastless track system on earth work àan generally be separated in 3 sub-
systems:
• The track components,
• The supporting structure
The earth work including the supporting soil and frost protection layer.
In Germany, the hydraulically bonded base layer is considered as part of the supporting
structure while in other countries this layer may not be required.
Guide-lines for the track components sub-system are given here before (chapter 2).
The supporting structure is in many cases made with a reinforced concrete slab; it can
consist of unreinforced concrete or asphalt layer too. This structure should be continuous
and monolithic in design. Prefabricated concrete slabs which remain separated (i.e. OBB
PORR system) are part of the track components sub-system and not part of supporting
structure sub-system. Prefabricated slabs which are strongly linked mechanically
(i.e. BOGL system) can be designed as supporting structure. In compact system
as Rheda 2000 on earth works in Germany the limitbetween the track components
and the supporting structure has to be assessed considering the continuity of concrete.
The layers used for adjusting geometry of track during construction process should not
5
 Recommendations for design and calculation of ballastless track
contribute to the resistance of supporting structure if they are not poured in the same
operation as supporting slab or if different material as bituminous mortar is used.
The earth work sub-system includes frost protection layer and possibly reinforcement
layers if the design of the supporting structure needs a minimum bearing capacity.
3.2 Special cases
Special design shall be adopted for ballastless track on earth work in particular
applications:
• Transition zones between ballastless track and ballasted track or between
different types of ballastless tracks;
• Transitions between earth works and bridges (bridge ends) or tunnels;
• Transitions between several tracks in the S&C area.
When the continuity of supporting structure has to be stopped (bridges and possibly
ballasted track) the thermal expansion at the end of the structure could be limited and
a design to anchor the supporting structure may exist.
3.3 Interfaces between track components and supporting structure
-
3.3.1 Transmission of vertical forces
Load distribution on supporting structure shall be assessed by considering vertical
track stiffness due to track components.
-
3.3.2 Transmission of horizontal forces
When sleepers or prefabricated slabs are not used, calculation shall consider horizontal
forces on each rail (guiding force on each rail and not only resulting force on
axle (Prud’homme limit) for example).
Transmission of horizontal forces may need special devices as stoppers or anchors when
track components are not simply embedded by the structure (with or without an
intermediate resilient layer). For embedded rail with continuous support, special attention
must be paid on preparation of the structure to prevent disconnection between the groove
and resin.
6
 Chapter 3: Ballastless track on earth works
3.4 Interfaces between supporting structure and earth work
-
3.4.1 Load criteria (transmission of vertical forces)
For dimensioning of the supporting structure it is necessary to have the deformation
modulus of the earth work.
Information about measurement of deformation modulus and about relations with
bearing capacity and compaction can be found in UIC Code 71 9R.
Example of load criteria: DB requires for slab track system in lines with speed >
230 km/h an Ev2 = 120 MN/rn2 for the earth work under hydraulically bonded layer.
-
3.4.2 Displacement criteria (transmission of vertical forces)
Elastic vertical displacement of earth work under load is usually not a design criterion,
as resistance of continuous supporting structure generally imply very low vertical
displacement (typically 0.1 to 0.2 mm on top of supporting structure). However design
criteria may exist to limit elastic deformation to a percentage of deformation of track
components to manage the global track stiffness.
The use of ballastless track is determined by the settlements criteria.
Sg
settlement of the settlement of the settlement out of the
natural ground embankment traffic load
Figure 2: Different settlements of embankment fy factors
Settlement predictions shall show not only how fast construction is to proceed but also
demonstrate that any settlements, which occur after the line is opened, can be rectified
according to adjustable fastening capacity (see annex 1) or other technical method.
7
 Recommendations for design and calculation of ballastless track
ilistallatioll service life installation put lOft) SC~VJCC
nltht 01 l)eIflIafl~’flt
tiitIc~ s eartlissork %albgra(k’ way hidc~ I
br set I lenten .1 for settleinen
l)L~lOtC t2 after (2
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4st
iraflic settlenient T
enilsaiiknieiit settlenwot
Ses+
ii at u rat ~rou nd sen lenwnt
C
E
total settlement
Figure 3: Different settlement parts by time
Long term differential settlements shall be analyzed considering:
• adjustable fastening capacity (or equivalent)
• possibility to create a vertical transition curve for long earth work according to
the line speed (alignment rules) and presence of structures with pile foundations.
When settlement criteria cannot be achieved, the use of ballasted track or a special design
(on pile foundation for example) must be chosen. In the last case, the rules for ballastless
track on bridges may be applied (see chapter 4).
-
3.4.3 Transmission of horizontal forces
For plain track the supporting structure is considered as continuously supported with
enough contact area and no particular device is required for transmission of horizontal
forces.
However particular design or devices are required when the continuity of supporting
structure is stopped (as said in chapter 3.2) to limit the longitudinal displacement
induced by thermal expansion.
8
 Chapter 3: Ballastless track on earth works
-
3.4.4 Protection of earth work
Complete design of the ballastless track shall be considered to assess the frost
protection of earth work.
Design of drainage shall consider the complete design of the ballastless track, especially
for transverse drainage of rain water dropped between separate sub-structures under
each track.
3.5 Calculation of the supporting structure sub-system
-
3.5.1 Use of Eurocodes for structures
Design and calculation for the supporting structure sub-system of ballastless track may
be realised by using European Codes of CEN I TC 250.
Basic principles of design of EN 1990 shall be used for semi-probabilistic approach and
combination of safety factors as for bridges. Ultimate Limit Status (ULS) and Serviceability
Limit Status (SLS) calculations shall be made.
When Eurocodes are used, EN 1991 shall be used for loads and EN 1992 shall be used
for concrete structure.
-
3.5.2 Particulars for application of Eurocodes
As the supporting structure on earth work is continuously supported:
• Limit for deformations due to traffic load for bridge (SLS: maximum acceleration,
maximum rotation at ends, maximum vertical deformation depending of span length)
are not applicable
• No dynamic behaviour of the supporting structure is usually considered (no natural
frequencies or L~ factor)
But dynamic action shall be considered. When UIC 71 load model is used, the maximum
axle load 250 kN will be increased with dynamic factors:
Wheel loading: (225 kN =) 125 x 1.50 x 1.20 < Qdyn < 125 x 1.67 x 1.25 ( 261 kN)
(1.20 or 1.25 for quasi-static load in curve and 1,50 or 1,67 for dynamic behaviour of the
train).
9
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 Chapter 4: Ballastless track on bridges
-
4 Ballastless track on bridges
4.1 Preliminary principle
Bridges are designed according to Eurocodes (EN 1990, EN1991, EN 1992, EN 1993,
EN 1994).
The ballastless track is supported by the bridge deck. Structural elements which are part of
the ballastless track are subject to mainly compression forces though uplifting forces
can also occur at bridge ends. The design of all components of the ballastless track has
to ensure that the vertical and horizontal forces are transmitted and resisted in a save
manner. The design has to consider factors such as: the length, geometry and type of
the bridge, the presence of a sealing layer on the bridge deck, the time laps between
construction of the bridge and the ballastless track, the type of ballastless track, the
adopted restraint system, etc...
4.2 Design aspects
-
4.2.1 Transfer of longitudinal forces
The expansion length of the bridge influences the design of the slab track regarding
the transfer of the longitudinal forces. Because of the resistance capacity of the track itself
in the longitudinal direction a differentiation can be made depending on whether the
slab track is constructed on a “short” or a “long” bridge. For design reasons the dividing
expansion length can be chosen to be 30 m.
For “short” bridges (single structure) with an expansion length less than or equal to 30 m
the longitudinal horizontal forces can be assumed to be resisted by the track only and
therefore the upper slab of the ballastless track can be continuous over the whole length
of the bridge. The slab is free to slide in longitudinal direction, thus allowing the bridge
to move independently providing there is no bond between bridge deck and slab track.
For “long” bridges (single structure or multiple-structure) with an expansion length greater
than 30 m the longitudinal horizontal forces need to be resisted by special construction
details, It is advised to construct the upper slab in short sections (about 4 to 6 m) which
individually transmit the longitudinal forces to the lower slab or directly to the bridge
depending on type of slab track and sealing layer. In this case the ballastless track cannot
move separately from the bridge (only the individual short slabs).
11
 Recommendations for design and calculation of ballastless track
Special precaution needs to be taken at the end of the bridge to assure that the opening
Ii between bridge end and abutment wall (or between two bridge deck ends on a bridge pier)
stays within permissible maximum and minimum limits.
Slab track with in-situ concrete and embedded sleeper
0
Slab track with in-situ concrete (“monolithic” type) or with precast elements;
0
I Rail fastening
2 Embedded sleeper
3 Slab with embedded sleeper
3a Upper slab, constructed with in-situ concrete but no embedded sleeper
3b Upper slab, constructed with precast elements
4 Lower slab, can incorporating restraint details (not shown)
5 Protective concrete layer (part of lower slab)
6 Sealing layer of the bridge deck
7 bridge deck
Note: Horizontal restraint details are not shown in this section; please refer to Figure 5.
Figure 4: Schematic Section
(DB example of design with a sealing layer on concrete bridge deck)
12
 Chapter 4: Ballastless track on bridges
-
4.2.2 Transfer of horizontal forces
Irrespective of the length of the bridge the lateral forces have to be transferred to and
resisted by the bridge structure. In the case of short bridges that can be achieved by
constructing guiding blocks along the length of the slab or by forming a tongue and
groove like shape under the upper slab or by any other guiding structure. For long
bridges the individual short slabs need to be laterally held in position for instance by a
lower slab, by stoppers or by anchors.
-
4.2.3 Aspects depending on sealing layer
The type of restraint detail is dependant on whether the bridge requires a sealing layer.
If a bridge deck does not require a sealing layer a simple transmission of the horizontal
forces can be achieved with anchor bars between the track slab and the bridge
deck. (lnfraspeed Rheda 2000 design for HSL Zuid on Free Settlement Plates) or with
embedded rails.
For bridges with a sealing layer (as is the case for DB) there has to be a special
provision so as to transmit the horizontal forces to the bridges structure. The 110 mm
thick “protective concrete layer” (which is placed over the sealing layer) is connected by
reinforcement to the edge capping beam which in turn is rigidly connected to the bridge
deck. This is the standard DB requirement for long and short bridges.
In the case of ballastless track on short bridges the lateral fixing device are blocks or a
groove as described above. For long bridges either a lower slab or stopper that is integral
with the protective concrete layer has to be provided for the horizontal load transfer in
lateral and longitudinal direction.
13
 Recommendations for design and calculation of ballastless track
a.) protective concrete layer integral with lower slab (using a stopper as restraint)
b.) protective concrete layer integral with lower slab (using a recess as restraint)
Figure 5: Transfer of horizontal forces
4.3 Interaction between Continuous Welded Rails and bridges
-
4.3.1 Use of paragraph 6.5.4 of EN 19991-2
As written in 6.5.4.1 requirements of paragraph 6.5.4 and annex G are applicable only
for conventional ballasted tracks, not for ballastless tracks.
However general descriptions of phenomena and parameters can apply to ballastless
tracks.
Characterisation of behaviour between rail and bridge (as point 6.5.4.4.(2)) shall be done
with tolerance on rail restraint as defined by EN 13146-1 (maximum value and not only
nominal value) completed by longitudinal stiffness. This supposes that the whole track
system (and especially the fastening system) is known before designing the bridge.
Additional requirements are needed for embedded rail system (see chapter 4.3.3).
Maximum stresses in the rail have been defined in point 6.5.4.5.1 of EN 1991-2 considering
continuous welded rails buckling risk with ballasted tracks and conventional neutral
temperature. They are consequently not applicable to ballastless tracks.
14
 Chapter 4: Ballastless track on bridges
-
4.3.2 Use of low longitudinal restraint fastening
Low longitudinal restraint fastening for ballastless track can be used to limit longitudinal
force in Continuous Welded Rails on bridges: see annex 2.
-
4.3.3 Use of embedded rails
With embedded rail the longitudinal resistance between rail and groove cannot be
defined with a maximal force. The behaviour shall be characterised by a longitudinal
stiffness and a maximum longitudinal displacement (shear resistance of resin).
Consequently interaction calculation shall consider both longitudinal forces in rail
and maximum longitudinal displacement between rail and bridge. Practically these
considerations bring to shorter maximum expandable length without expansion joint as
for other systems.
4.4 Uplift at bridge ends (EN 1991 -2 I 6.5.4.5.2 (3) and (4))
For ballastless track uplift at bridge ends must be designed with consideration of fastening
system capacities, which implies that track and bridges are not designed separately.
Requirements of EN 1991-2 are not sufficient.
Compression tension
ov
ö1,u
Figure 6: Rotation at bridge end Figure 7: Uneven settlement
of bridge pier
Calculation of the deformation of the system shall be done with the global track stiffness
(due to track components) and real behaviour of fastening system. Calculation at the
lower support point shall be done to check the ability of the fastening support to withstand
both forces and displacements. When necessary special fastening system or design must
be adopted.
15
 Recommendations for design and calculation of ballastless track
Examples of design measures to reduce the tension forces in he transition area at the
bridge ends:
- shortening of the cantilever end at the bridge deck
- increasing the stiffness of the bridge structure
- choice of the bridge system (continuous bridge or single span)
- compensation plate.
Figure 8: Reducing end rotation with a compensation slab
4.5 Miscellaneous (change in EN 1991 -2)
4.5.1 - Definition of tracks
New definition 1.4.3.1 to consider: “Tracks include rails and other components necessary
to maintain geometry of rails. Tracks can be laid as ballasted tracks or as ballastless
tracks. They can include expansion joints. Ballasted tracks include sleepers laid on a
ballast layer; during track life, position of ballasted tracks and ballast thickness can vary
due to maintenance.
Bridge and track design should preferably be done simultaneously. This in order to asses
together permanent bridge load as well as track stresses.
4.5.2- Spreading of wheel load by rails, sleepers and ballast
Paragraph 6.3.6 of EN 1991-2 shall apply only for ballasted tracks. For ballastless tracks:
Longitudinal repartition on supports as described by 6.3.6.1 shall be assessed with
the track stiffness evaluated with track components and adapted spreading must be
considered for embedded rail systems;
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 Recommendations for design and calculation of ballastless track
-
5 Ballastless track in tunnels
5.1 General
Tunnel lines are a well known area of application of ballast-less track systems since
the beginning of this technology. Today in several European countries ballast less track
systems are mostly used in tunnel lines. From the point of view of ballast-less track
systems one principal advantage of application in tunnel lines is that the alignment is
fixed by the tunnel geometry and therefore flexibility of track alignment is not necessary.
Track maintenance works in tunnels lead to restrictions for traffic and therefore shall
be reduced to a minimum. Due to these advantages of ballast-less track systems are
especially effective in tunnel lines.
5.2 Cases of application
Tunnels situated in solid rock show small long-term settlements and therefore are very
well suited for application of ballast-less track systems. In such case more simple
solutions from the design for earth works or bridges can be adopted due to reduced
thermal load and the available bearing capacity. For new tunnels the cross air section
can be optimised when choosing a right ballastless track solution and therefore the over-
cost of ballastless track compared to ballasted track is drastically reduced.
For tunnels in loose rock, or for old tunnels without concrete invert, larger settlements are
possible, which may lead to restrictions for the use of ballast-less track systems depending
on the construction type of the tunnel. In such case the design will be similar to earth
work construction or a special design will be adopted if the supporting structure has a
function as invert of the tunnel. Particular track systems (plated systems, embedded rail)
may be required for gauge purpose.
For other types of tunnel, such as cut and cover, drilled, sunken, similar arguments
apply but in a lesser extend.
Ballastless track is an economical solution for long tunnels. For short tunnel the necessity
for transition zones at both ends can limit the use.
18
 Chapter 5: Ballastless track in tunnels
5.3 Drainage aspects
To ensure a high level of long-term quality of the track system special investigations for
the drainage of surface water are necessary. Not only water from the surround of tunnel
is to be considered, but also from service operation (from train or cleaning maintenance
or cooling and fire devices).
A different design from open air or bridge construction is generally required taking into
account the drainage system of the tunnel.
5.4 Safety aspects
National rules for safety in tunnel, especially for fire and catastrophic protection, are to
be taken into account for track design.
Special design, as particular system like embedded rails or additional slabs, may be
required for circulation of road rescue vehicles. The rail fixing must always remain clear for
inspection and maintenance tasks.
Guard rail are not generally applied but their use shall be taken into account during the
cross section design study. The need for guard rails depend on national or international
regulations in similar situation or can be determined by a safety study.
5.5 Environnemental aspects
In modern tunnels with a very smooth inner lining the application of ballast-less track
systems might lead to an increase of air-borne noise level in comparison to ballasted
track systems. To avoid loss of comfort for passenger trains noise absorbing elements
can be installed. When situated between the rails such elements are most effective.
For reduction of ground-borne noise and vibrations in the neighbourhood of railway tunnels
ballast-less track systems have advantages because they are fundamentally better (for
example booted sleeper system) or can be modified into floating track slab systems.
The mass-spring-systems are one of the most effective measures for ground-borne noise
and vibration attenuation.
19
 Annex 1: Adjustable fastenings for ballastless track
-
Annex I Adjustable fastenings for ballastless track
A.1.1 Functions
Adjustable fastenings permit regulation of rail position (vertically or laterally) without
change on structure support.
Adjustable fastenings should not be used to correct initial construction faults of a new
track but shall be available for future maintenance or repair.
Adjustable fastenings are used for:
• rail maintenance purpose: spot replacement of rail in track with worn rails after service
condition or arc-welding repair of rails
• system repair purpose: correction of accidental differential settlement of the
supporting structure.
Nota 1: with embeddedrailsystems, replacementofrailspossible butneeds reconstruction
of resin around rail; adjustment possibilities should exist in embedment process.
Nota 2: adjustable fastening are also useful at transition zone with ballasted track.
A.1.2 Requirement for maintenance
Considering tolerances for realisation of aluminothermic or electric welding and rail wear,
regulation capacity of adjustable fastenings shall be at minimum:
• 6 mm in vertical direction
• ±4 mm in lateral direction.
Nota: welding works need that the fastening can be easily loosened and removed to
achieve the correct geometry of the weld or to prevent heat damage.
A.1.3 Requirement for system repair
No general recommendation for repair of the supporting structure can be given. For
each project a safety case analysis should be done to assess reliability of settlement
expectations, quality of earth works and other possibilities of repair (grouting under slab
for example).
21
 Recommendations for design and calculation of ballastless track
AlA Examples of realisation
Modifying the thickness of elastic pad in the fastening system will change the track
stiffness and can disturb the behaviour of the clips; so just changing rail pad is not
correct and non elastic components should be introduced to adjust position of the rail
while keeping a correct position of the clips.
~1
T~mrn with different guide plates
4-41÷56mm
till +26 mm; with rail pads under the rait and baseptates under
theloft pad
> 426 mm; with steelolates under the soft Pad
Figure Al: Example I:
standard fastening system for the German ballastless track (loarv-300)
Figure A2: Example 2:
plated system with two resil
ient pads and intermediate
plate
Regulation can be made
without moving rail clips.
Vertical adjustment is obtained
with shims between support
and lower plate providing
adapted anchor/bolt length.
Lateral adjustment is given
with oblong holes (or eccentric
Pandrol bushes in similar systems).
VIPA-SP
22
 Annex 2: Low longitudinal resistance fastening system for ballastless track
Annex 2Low longitudinal resistance fastening system
for ballastless track
A.2.1 Definitions
In ballasted track longitudinal sliding of track and longitudinal forces in rails depend mainly
on longitudinal resistance of sleepers in ballast. In ballastless track the support is designed
for very high longitudinal resistance and longitudinal forces in rails will depend strongly
on longitudinal resistance of fastening system. Low longitudinal resistance fastening
systems can be used in ballastless track to limit longitudinal forces in rail, especially in case
of interaction between tracks and bridges with expandable length and without expansion
joint. It should be noted that, as buckling risk does not really exist with ballastless track,
neutral temperature of Continuous Welded Rails can be chosen unlike for ballasted track
and particular requirement for temperature variation can exist.
Longitudinal resistance shall be measured as longitudinal rail restraint according
to EN 13146-I, possibly with additional provision to prevent rotation. Low longitudinal
resistance fastening system can be used when necessitated by the slab track design as
said in EN 13481-5 (point 5.1).
Low restraint fastening are used in some parts of expansion devices with a creep resistance
between 0 and 5 kN per baseplate as defined in EN 13232-8. Some fastening systems
are designed as zero longitudinal resistance. But they cannot be used for long bridges
and it is preferable to have fastening systems designed for low longitudinal resistance.
A.2.2 Limitation for use of low longitudinal resistance fastening
systems
A minimum longitudinal resistance is required to manage rail breaking risk. In case of rail
breaking, with temperature lower than neutral temperature of Continuous Welded Rail,
the gap that appears depends on longitudinal resistance (sliding limit and longitudinal
stiffness). The rules for maintenance give speed restriction depending of the gap.
Therefore it is necessary to keep the gap to accepted limits given by other types of track
(typically wooden sleepers in ballast).
Note: in Japanese design of ballastless track and maintenance policy, with much preventive
maintenance for high availability of track, rail breaking is not considered as likely event
and longitudinal restraint for plain track is lower than requirement of European
TSI.
23
i~
Recommendations for design and calculation of ballastless track
Example of calculation for SNCF: total restriction of train service is needed if the gap
between rails is more than 30 mm. So for each side of the broken continuous rail a
longitudinal displacement of 15 mm will be calculated.
For non stabilised ballasted track with 1666 wooden sleepers per kilometre the longitudinal
resistance is about 7.9 kN/m ; with a classical fastening system with 9 kN longitudinal
restraint and 6 kN/mm longitudinal stiffness the longitudinal displacement of 15 mm
is achieved with 60E1 rail and a temperature variation of -24 K, between neutral
temperature and rail break temperature (expansion zone about 110 m). Stabilised track
would give a longitudinal displacement of 9.5 mm for wooden sleepers (12.6 kN/m) and
of 7.8 mm for concrete sleepers (15.3 kNIm).
Calculation for ballastless track with fastenings with 9 kN longitudinal restraint according
to TSI (2 x 9 I 0.6 = 30 kNIm for track) will give a longitudinal displacement about
3.9 mm when calculated with sliding behaviour only, or 4.6 mm when adding 6 kN/mm
longitudinal stiffness, for the same temperature variation of -24 K (expansion zone about
30m).
The residual 10 mm displacement permits only 36 m with zero longitudinal resistance
fastenings.
Use of fastening system, with 2.4 kNIm for longitudinal restraint (2 x 2.4 / 0.6 = 8 kN/m for
track), will give the same gap as non stabilised ballasted track without length restriction.
Use of fastening system, with 4.5 kN/m for longitudinal restraint (2 x 4.5 I 0.6 = 15 kNIm
for track), will give a gap equivalent to concrete stabilised ballasted track without
length restriction.
In this example of calculation temperature variation is used. So the neutral temperature
of CWR in ballastless track has to be considered. The neutral temperature is determined
on different technical and practical aspects. On ballasted tracks it is well known that
track buckling is a very critical track defect which risk is to be minimised. On the other
hand, a too high neutral temperature would increase the risk for rail breaking resulting
in big rail gaps at low temperature. Therefore the neutral temperature is situated typically
10 to 20°C above the yearly average temperature.
As track buckling risk reality does not exist in ballastless tracks, different neutral
temperatures can be chosen. This can have a major influence on the choice of
fastening system on the bridge.
24
 Annex 2: Low longitudinal resistance fastening system for ballastless track
On the other hand, practical aspects should not be neglected. Rail laying and rail
replacement should remain possible.
A12.3 Requirement for low longitudinal resistance fastening systems
Low longitudinal resistance fastening systems should be designed to get longitudinal rail
restraint according to EN 13146-1: F = 4.5 + 1.5 kN.
Example of low longitudinal resistance fastening system: Vossloh IOARV300 with Ski
15B clips.
Low longitudinal restraint can be obtained by reducing toe load while modifying geometry
of fastening system (modifying rail pad height or putting shims at appropriate place under
clips). But usually low longitudinal resistance fastening system is achieved by modifying
metallurgy of the clip (stiffness) but not its geometry. So it is required to have special
marks to recognise this system.
A.2.4 Example of use of low longitudinal resistance fastening
systems
This example of calculation shows the effect of longitudinal thermal expansion of a simple
bridge with an expandable length of 90 m. Only the thermal expansion of the bridge
is calculated (no temperature increase in rail and no braking effect added). This single
thermal expansion of bridge is calculated to 31.5 mm longitudinal displacement at moving
end of the bridge for about 30 °C temperature increase in bridge.
The results shown are longitudinal stress in rail and displacement of rail. At moving
end of the bridge, 10 mm absolute longitudinal rail displacement means 10 mm relative
displacement on abutment side and 21.5 mm relative displacement on bridge side
(31.5 = 10 + 21.5).
Different cases shown are:
-
• SBC: stabilised ballasted track with classic fastening stabilised ballasted track with
concrete sleepers; 15.3 kN/m for whole track, 9 kN restraint and 6 kN/mm stiffness for
fastening system;
-
• MSF: mixed track with standard fastening stabilised ballasted track with concrete
sleepers (15.3 kN/m) on each side of the bridge and standard fastening for ballastless
25
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~.

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-

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sseujj~js WW/NN 9 pue lu!eJlseJ NN6 ‘)PeJl 81014M 104 W/NN OC :Aiuo e6p~Jq uo ~~J4

)~~4 ssepse~eq jo uoqe~nojeo pue ut5isep ioj suo.IJepuewwo3e~J

 Annex 2: Low longitudinal resistance fastening system for ballastless track
Cu
0
a)
E
a)
C)
Cu~
0.
Cu
C
•0
0)
C
0
-J
-120 -90 -60 -30 0 30 60 90 120 150 180 210
Position along track (m)
~MLLR (ballasted + LLR 4,5 kN on bridge) ~‘~~‘MSF (ballasted + standard 9 kN on bridge)
~SBC (ballasted 15,3 kNIm) FFLLR (standard 9 kN + LLR 4,5kN on bridge)~
IJê~:~FFSF (ballastless standard 9 KN)
Cu
0.
Cu
C
a)In
In
Cu
C
0)
C
0
-J
-120 -90 -60 -30 0 30 60 90 120 150 180 210
Position along track (m)
Figure A3: Examples with Ballastless track on bridge only
Note: displacement and stress depend not only on longitudinal restraint (sliding force)
but also on longitudinal stiffness; in ballasted track longitudinal stiffness is mainly
influenced by stiffness of sleeper in ballast for calculation.
27
 Recommendations for design and calculation of ballastless track
Annex 3: Ballastless track on bridges in Germany
A.3.1 Preliminary principle
Bridges are designed according to Eurocodes.
The ballastless track is supported by the bridge deck. The actions to be considered
for the design of the slab track are according to Eurocode with a few exceptions which
are given in 4.3 below. Structural elements which are part of the ballastless track are
subject to mainly compression forces though tension forces or uplifting forces can also
occur. The design of all components of the ballastless track has to ensure that the vertical
and horizontal forces are transmitted and resisted in a save manner. The design has
to consider factors such as: the length, geometry and type of bridge, the presence of
a sealing layer on the bridge deck, the time laps between construction of the bridge and
the ballastless track, the type of ballastless track, the adopted restraint system, etc.
A.3.2 General design aspects
-
A.3.2.1 Transfer of longitudinal forces
The expansion length of the bridge influences the design of the slab track regarding
the transfer of the longitudinal forces. Because of the resistance capacity of the track itself
in the longitudinal direction (with continuously welded rails) a differentiation can be
made depending on whether slab track is constructed on a “short” or “long” bridge. An
expansion length of the bridge of 30 m has been chosen as a dividing length for the two
approaches to slab track design.
A short bridge is a single structure with an expansion length less than or equal to 30 m. In
the case of short bridges the longitudinal horizontal forces are assumed to be resisted by
the track only and therefore the upper slab of the ballastless track can be continuous
over the whole length of the bridge. The slab is free to slide in longitudinal direction, thus
allowing the bridge to move independently providing there is no bond between bridge
deck and slab track.
A long bridge is a single structure with an expansion length greater than 30 m or the
bridge can be a multiple-structure. In the case of long bridges the longitudinal horizontal
forces need to be resisted by special construction details on the bridge, theyare more
28
 6~

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ifuewjo~ U! S~ppq UO )JO~4 ss~sejieg :~ xouuy

 Recommendations for design and calculation of ballastless track
I
Slab track with in-situ concrete and embedded sleeper
Slab track with in-situ concrete (“monolithic” type) or with precast elements;
1iJ~
f~.
I Rail fastening
2 Embedded sleeper
3 Slab with embedded sleeper
Ii 1~. 3 a Upper slab, constructed with in-situ concrete but no embedded sleeper
3 b Upper slab, constructed with precast elements
4 Lower slab, can incorporating restraint details (not shown)
5 Protective concrete layer (part of lower slab)
6 Sealing layer of the bridge deck
7 bridge deck
Figure A4: Schematic Section
Note: Horizontal restraint details are not shown in this section; please refer to
Figure A5.
ii
11•
30
 Annex 3: Ballastless track on bridges in Germany
-
A.3.2.2 Transfer of horizontal forces
Irrespective of the length of the bridge the lateral forces have to be transferred to and
resisted by the bridge structure. In the case of short bridges this can be achieved by
constructing guiding blocks along the length of the slab or by forming a tongue and
groove like shape under the upper slab or by any other guiding structure. For long
bridges the individual short slabs need to be laterally held in position for instance by a
lower slab (having either stopper or recess as interlocking form), solely by stoppers on
the bridge deck or by anchors.
-
A.3.2.3 Aspects depending on sealing layer
The type of restraint detail depends also on the sealing requirement of the bridge deck.
If a bridge deck does not require a sealing layer a simple transmission of the horizontal
forces can be achieved with anchor bars between the (upper) track slab and the bridge
deck. (Infraspeed Rheda 2000 design for HSL Zuid on Free Settlement Plates) or with
embedded rails.
For bridges with sealing layer (as is the case for DB) there have to be made special
provisions so as to transmit the horizontal forces to the bridges structure. The 110 mm
thick “protective concrete layer” (which is placed over the sealing layer) is connected with
reinforcement to the edge capping beam which in turn is rigidly connected to the edge
of the bridge deck. This is standard DB requirement for long and short bridges to assure
load transfer to the bridge.
In the case of ballastless track on short bridges the lateral fixing devices are blocks or
a groove as described above. In the case of long bridges the protective concrete layer is
integral with the lower slab having either stoppers or recesses to assure the horizontal
load transfer in lateral and longitudinal direction.
31
 Recommendations for design and calculation of ballastless track
a) protective concrete layer integral with lower slab (using a stopper as restraint)
H
b) protective concrete layer integral with lower slab (using a recess as restraint)
Figure A5: Transfer of Horizontal Forces
A.3.3 Actions relevant to the design of the slab track
The actions in EN 1991-2 apply. In addition relevant actions are given for the design
of slab track which apply over and above or in deviation from the actions stated in
iI’~
EN 1991-2.
In special cases wheel set loads of Real Trains (Annex D) can be chosen for slab track
design instead of the vertical loads according to EN 1991-2, 6.3.2 and 6.3.3.
The distribution of the vertical axle loads via rail, rail fastenings and slab to the restraining
constructions has to be in due consideration of geometry, material properties and type of
slab track used.
I’
The dynamic effect of the traffic actions is allowed for by using an enhancement factor of
1.5 since the concept of determinant length does not apply in this case.
In the case of the centrifugal force a point load according to equation (6.17) EN 1991-2,6.5.1
shall be applied for the design rather than a uniformly distributed load. When determining the
reduction factor fin equation (6.19) the length of the slab has to be used for the influence
length Lf. The reduction factor f is equal to I if Real Trains are used in the calculations. The
1~.j
32
 Annex 3: Ballastless track on bridges in Germany
centrifugal forces acting horizontally at the rail head may be distributed equally to each
rail and then over three rail supports (analogue to EN 1991-2, 6.3.6.1 Figure 6.4).
The nosing force as given in EN 1991-2, 6.5.2 shall only be applied to one rail (only
one wheel flange rubs against the rail). The nosing forces which acts horizontally at the
rail head may be distributed over three rail supports (analogue to EN 1991-2, 6.3.6.1
Figure 6.4).
For traction and braking forces the relevant influence length is the length of the upper
slab or the distance between the fixed point and the end of upper slab. In the case of
short slabs on long bridges this is the length of the upper slab. For sake of simplicity a
traction and braking force of 35 kN/m may be used for the design.
The wind forces acting on the train result in point loads which are transmitted by the
wheels to the rail heads. They may be distributed equally to each rail and then over three
rail supports (analogue to EN 1991-2, 6.3.6.1 Figure 6.4). The values given in Table I
may be used to determine the wind forces that act on the slab track and its restraining
structures (Table I is taken from the German Railway draft code for slab track design).
It has to be born in mind that half the length of the relevant wagon has to be taken into
account for the calculation of the wind force that acts on one wheel set. Wind forces
must be considered even though a noise protection barrier is planned since the barrier
may be removed temporarily.
Table 1: Wind Forces in kNIm2 on the side of the train
bId 1) ze U 20m2~ 20m < ze U 5Om2~ 50m < ze U 10Om2~
≤ 0,5~) 2,90 3,55 4,10
= 4 3)
1,55 1,90 2,25
> 53) 1,20 1,50 1,70
(1) b Overall width of the bridge (see Figure A6)
d = Height from top of train to bottom level of bridge structure
(2) Ze = Height of the resulting wind force
above ground or mean water level
(3) Intermediate values can be interpolated
33
 Recommendations for design and calculation of ballastless track
b
Figure A6: Cross-section
The horizontal forces acting on the slab track and the restraining structures are either
determined by the length of the upper slab or by the number of axles that fit on the upper
slab.
- -
Two parallel bridges carrying a track each which are separated longitudinally by a narrow
joint can be treated like a single structure. The b/d ratio as given in Table I is determined
as for a single bridge without a longitudinal joint.
The horizontal actions due to traction and braking, centrifugal force, nosing force and
wind load on the train are actions that occur together with axle loads and shall be applied
under the most unfavourable combination as a single group of loads. Each group of loads
is a multicomponent action (see EN 1991-2, 6.8.2) as given in Table 2 (again this is an
example from the German Railway draft design code for slab track).
Table 2: Factors for load groups
1,0 dominant component action
The range of the effective temperature component according to EN 1991-1-5 may not be
reduced when calculating the movement at the bridge joints since the mean temperature of
the structure cannot be determined sufficiently accurately.
34
 Annex 3: Ballastless track on bridges in Germany
In addition to the rules according to EN 1991-2, 6.9 fatigue damage assessment shall
be carried out for vertical wheel loads and centrifugal forces. The design working life is
specified to be 60 years. A simplified fatigue verification to assure that the stress limits
are not exceeded may be done according to EN 1992, 6.8.
For the load cases creep and shrinkage as well as temperature variation between structure
and track (both causing longitudinal displacement between bridge deck and continuously
welded rail) the shear resistance of frozen or non-ballasted track for the unloaded track
according to EN 1991-2, 6.5.4.4 shall apply.
A.3.4 Verifications
The stiffness of the rails causes additional forces in the rail supports due to end rotations
and vertical displacements of the structure at the transition joints between bridge and
abutment as well as between non-continuous bridge structures over piers. It is therefore
necessary to check that the forces are not exceeded in the rail fastenings and that the
uplifting force of the upper slab does not exceed a certain limit.
The regulations in EN 1991-2 are not sufficient and additional checks are necessary as
given in sections A.3.4.1 toA.3.4.4,
The following figures highlight the problems as they occur at the bridge ends.
Compression tension
\ ~
Figure A7: Rotation of bridge end Figure A8: Uneven settlement
of bridge pier
35
 Recommendations for desIgn and calculation of ballastless track
‘ir
~1mm ~ ~ Rail Castenings at the
gap
Führungslager~~,J~
lip
Ii ~
Figure A9: Horizontal displacement Figure AlO: Reducing vertical
displacement for track
with grade
‘I,
Figure All: Eliminating end rotation with a compensdation slab
-
A.3.4.1 Serviceability limit state verification of the rail supports
The deformations at the end of the bridge deck due to traffic load, creep and shrinkage,
temperature etc. cause a curvature in the rails that leads to additional forces in a non
ballasted track (in rails, fastenings, upper slab). Furthermore the local effect of a single
wheel load has to be considered. It has to be ensured that the uplifting forces in the
rail supports do not exceed the stipulated limits at serviceability limit state. This check is
not required for frame bridges.
Calculations have to verify that
- the absolute value of the uplifting force at the relevant rail support does not
exceed the permissible value. (Requirement: the elastic pad in the rail fastening is
subject to compressive stress until the permissible uplifting force is reached.)
36
 Annex 3: Ballastless track on bridges in Germany
-the elastic compression of the relevant rail support due to a maximum compression
force does not exceed the permissible compression. Only the vertical rail traffic
forces need to be considered. (Aim: the working life of the elastic pad is ensured
by restricting the maximum compression.)
In Table 3 the characteristic values for the three most common types of rail fastenings
(for DB) are given.
Table 3: Characteristics values for three types of rail fastenings
Stiffness of rail fastening [kN/mm]
Type Z1~ perms2~
[kN] [mm] Cstat at Cd at cdYfl at
—20°C +~O°C -20°C
loarv 300
(SkI 15 B, pad 104) 12
orloarg 336 2,5 30 30 60
Special fastening ~
Fa. WBG
1) Z permissible uplifting force at a rail support
2) zul s permissible compression of the, elastic pad of the rail support
under repeated loading
The following actions have to be considered (from DB-draft):
a) Real Trains including dynamic factor
(1 +c,)=l +p’+0,5q”
According to EN 1991 -2 Annex C (C.1).
A vertical compression of the bridge bearing should only be considered for
unfavourable cases. These actions are relevant for the deformations of the bridge
structure.
b) Individual wheel load P of the Real Train, which has an effect on the rail at the end of
the bridge deck: P fB f’dyn Pstat
with
Pstat static wheel load (half the axle load)
fB = 1,2 factor taking into account in a simplified manner the
centrifugal force if applicable
fdyn (1 + 3. s) factor allowing for the dynamics for the permanent way
s 0.167 for trains with V ≥ 60 km/h, i. e. (1 + 3~s) 1,5
S 0 for trains with v < 60 km/h, i. e. (1 + 3.s) 1,0;
37
 Recommendations for design and calculation of ballastless track
c) Traction and braking;
d) Linear temperature difference: uneven warming or cooling over the height of the
bridge deck or the pier thickness;
e) Effective temperature component: expansion and contraction of the bridge deck;
f) Residual creep and shrinkage after completion of the slab track;
g) Residual settlement after completion of the slab track;
!j1 h) Addition permanent action of the bridge deck after completion of the track
(e. g. track equipment, noise protection barriers, back-filling next to the slab track).
For given stiffnesses of the rail support points it has to be checked that:
- the characteristic value max IFI of the largest, absolute, uplifting force at the relevant
rail support points due to predominantlystatic and not Predominantly static actions may
not exceed the permissible value Z which is the force the rail fastening may be subject to
maxjFI~Z
The stiffnesses to be applied for the verification are:
Cdyn at -20°C for vertical, not Predominantly static actions and
Cstat at -20°C for vertical, Predominantly static actions (see Table 3);
- the elastic compression due the characteristic value max IFDI of the largest, absolute,
compressive force at the relevant rail support points on account of not Predominantly
staticactions ~ permissible values oftheeJastic pad oftherailfastening
max FD
≤ penn s
Cdyfl +20°c
The stiffness to be applied for the verification is:
cd~0 at +20°C for vertical, not Predominantly static actions (see Table 3)
If elastic mats are used underneath the upper slab the verification for the uplifting force
may be done by replacing the stiffness in Table 3 by the smaller effective stiffness ceff
I 1 1
+—z-----_~
Ceff C gnat
With:
c stiffness of the rail fastening,
cmat stiffness of the mat.
38
 Annex 3: Ballastless track on bridges in Germany
-
A.3.4.2 Safety against vertical displacement
The uplifting forces in the rail supports cause the upper slab to lift. Checking the stability
may be done with the following equation:
Ek tb
~dst EkdSt ≤ •~ -
Ystb
with
EkdSt characteristic design value of the effect of destabilising actions
Ek,Stb characteristic design value of the effect of stabilising actions
y partial safety factor
Ydst =1.5
‘Ystb =1.0
If the safety against uplift cannot be achieved by the weight of the upper slab including
the relevant track components, a connection of the upper to the lower slab has to be
provided for instance by anchors; this has to be verified.
-
A.3.4.3 Safety against horizontal displacement
it is necessary to check against horizontal displacement of the slab track itself and the
restraining structures. In the transition area between abutment and the end-key a resistance
to lateral replacement of not less than 25 N/mm must be ensured.
-
A.3.4.4 Checking the rail stresses
The requirements in EN 1991-2, 6.5.4 and annex C apply to conventional ballast. The
behaviour between track and structure has to be assessed and verified for ballastless
track.
In the case of slab track the permissible additional rail stresses due to the combined
response of the structure and track to variable actions should be limited to the following
design values in deviation from EN 1991-2, 6.5.4.5.1:
Compression: 92 N/mm2,
Tension: 92 N/mm2.
Rail expansion joints (at the bridge end with the sliding bearing) are only required if the
permissible additional rail stresses are exceeded.
39
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 ETF EDITIONS TECHNIQUES FERROVIAIRES
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