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ESC - 362 - V1-3 Track Slab PDF
ESC - 362 - V1-3 Track Slab PDF
Civil
Engineering Standard
ESC 362
TRACK SLABS
Version 1.3
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Document control
Version Date Summary of change
1.3 February, 2011 Section 5.7.1 - specify minimum thickness of rail pad when
using epoxy grouts
1.2 July, 2010 Correct internal section references throughout; Section 4.12
- change reference to TMC 304 to SPC 301; Section
5.7.4.2 - add guard rail insulation requirements from CTN
08/06
1.1 November, Change of format for front page, change history and table of
2009 contents; minor editing and formatting throughout
1.0 October, 2007 First issue of this standard.
© RailCorp Page 2 of 14
Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
Contents
© RailCorp Page 3 of 14
Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
It includes requirements for both rigid and floating slabs, the interface with track, the
transition between rigid and floating slabs, and the transition to other forms of track
support.
It covers track slabs where the track is fixed directly to a concrete slab.
This Standard does not address the design requirements for floating slabs supporting
ballasted track.
2 References
BS 6177:1982 - Guide to selection and use of elastomeric bearings for vibration isolation
of buildings
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Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
Environment Protection Authority NSW - Interim Guideline for the Assessment of Noise
from Rail Infrastructure Projects
4 General Requirements
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Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
The use of polymer concrete sleepers embedded into track slabs is approved.
Fibre reinforced concrete is not to be used without the approval of the Chief Engineer
Civil.
Materials in tunnels shall generally be non-flammable and shall comply with specific
requirements for fire safety detailed in RailCorp Engineering Standard ESC 340 -
Tunnels.
4.5 Clearances
Horizontal and vertical clearances from slabs to structures adjacent to and over the track
are to comply with RailCorp Engineering Standard ESC 215 - Transit Space.
4.6 Safety
The design of track slabs is to take into account safety considerations for construction
and maintenance personnel, and any other parties including operations personnel who
may be required to use the structure.
Designs are to incorporate the requirements of the RailCorp Safety Management System,
particularly SMS-12-PR-0371 Managing Engineering Design Control.
Designs of track slabs in tunnels are also to comply with the requirements of Workcover
NSW Code of Practice - Tunnels under Construction.
4.8 Heritage
Heritage considerations and classifications must be observed in track slab designs. This
may have particular application in circumstances where an existing structure is being
refurbished or modified, or where a new structure is being proposed in the vicinity of
existing heritage items.
4.9 Services
Provision must be made in the design and installation of track slabs for services as
required, e.g. signalling, electrical, communications.
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RailCorp Engineering Standard — Civil
Track Slabs ESC 362
• Clear of any walking areas where they might present a trip hazard;
• Not to interfere with or obstruct emergency walkways;
• Not to obstruct access to or reduce the capacity of refuge areas:
• Not to obstruct drainage
• Not to obstruct Track Control Marks.
The location of any services is also to be selected so that future access for maintenance
of the services is facilitated.
4.12 Construction
The design of track slabs is to take into account construction constraints, particularly live
road and rail operating conditions and track possession constraints.
Top down construction involves setting the rails in place with temporary supports and
casting the concrete slab in situ.
4.13 Maintenance
The design of track slabs is to take into account the ability to access key components for
inspection and maintenance purposes.
The design shall also consider provision for safe egress from maintenance plant and
vehicles onto the track slab.
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RailCorp Engineering Standard — Civil
Track Slabs ESC 362
Maintenance requirements are to be specified in all design documentation for track slabs.
Requirements are to include examination tasks and frequencies, damage limits, and
repair standards, and be supported by documentation showing the basis for these
requirements.
5 Design Requirements
5.1 General
Track slab design is a system design taking into account the stiffness of the:
• sub-base
• slab(s)
• rail fastening assemblies
• rail.
In addition to the above, the design and installation of floating slabs shall ensure the
following:
• The dynamic deflections must not cause the transit space to be compromised;
• The dynamic behaviour of the floating slab must not act adversely with the vehicle
suspension modes, resulting in increased wear of any component or a reduction in
ride quality;
• Bearing materials must minimise the increase in dynamic stiffness as the
frequency rises. Bearings must be designed and tested in accordance with the
requirements of AS5100.4-2004 - Bridge design – Bearings and deck joints and BS
6177:1982 - Guide to selection and use of elastomeric bearings for vibration
isolation of buildings;
• An adequate airgap is provided beneath the floating slab to avoid acoustic coupling
effects;
• Resilient direct fixation of the rails is provided on top of the floating slabs;
• The maintainability of the trackform is not compromised.
The trackbed vibration isolation systems must be optimised for operation with the rolling
stock that is to operate on the track. Where the proposed rolling stock is passenger only,
the systems must also be capable of withstanding occasional heavier loads, to account
for maintenance trains and other events that differ from normal operations.
© RailCorp Page 8 of 14
Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
The maximum height of grout bed under the rail fixings shall be 60 mm. Packers are not
to be used.
High impact epoxy grouts/mortars or specially developed grouts are to be used under the
rails to accommodate the high dynamic effects and movement of the slab. There shall be
no metallic elements in the epoxy. Standard cementitious grouts shall not be used.
The grout bed shall provide sufficient edge distance to the bolt to avoid cracking of the
grout.
Where different trackforms are used on a particular project, the geometric tolerances
specified at the wheel/ rail interface should be the same. Different slab trackforms are to
be effectively bonded at the interface.
The design of track slabs shall provide for easy access to bearings for inspection,
maintenance and replacement. Procedures shall be specified in Technical Maintenance
Plans.
The design shall mitigate against debris getting into gaps around floating slabs. All gaps
shall be effectively sealed to prevent debris from entering gaps between structural
elements.
Where the track slab consists of a base slab and a top slab, the top slab shall be tied to
the base slab with anchors.
The loading is based on the railway traffic load in AS 5100 - Bridge design. The
‘Reference Load’ is 300LA. For the other loadings, all axles are to be proportioned by the
ratio of the nominated LA load divided by 300.
Operating Classes are defined in RailCorp Engineering Standard ESC 200 - Track
System.
For loadings less than 300LA, future loading requirements need to be considered. Final
approval of the design loads shall be obtained from the Chief Engineer, Civil.
The impact factor shall be in accordance with the dynamic load allowance in AS 5100
with the characteristic length based on either deck slabs or direct rail fixation.
Track slabs shall also be designed for the derailment load requirements of AS 5100.
Track slabs shall be designed for earthquake forces in accordance with AS 5100. The
earthquake design category shall be Type III i.e. essential to post-earthquake recovery.
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RailCorp Engineering Standard — Civil
Track Slabs ESC 362
In particular the construction joint between the infill concrete and track slab shall be
prepared by removing laitance to expose the aggregate using appropriate mechanical
equipment.
The reinforcement provided in the infill shall be designed to limit cracking due to early
thermal and shrinkage effects. Cracks shall not exceed 0.2 mm in width.
The infill slab shall be adequately tied down to the main track slab to ensure that de-
bonding does not occur due to dynamic effects or thermal/shrinkage effects. The
maximum spacing of the bars shall be 500 mm in any direction.
The design shall provide for construction, expansion and contraction joints as
appropriate.
5.6 Drainage
Provision must be made for adequate surface drainage by efficiently directing water into
the track drainage system. The track drainage system shall be cleanable as specified in
RailCorp Engineering Standard ESC 420 - Track Drainage.
Ponding must not occur on slabs or in the void beneath any floating slab. The drainage
design shall ensure that depth of run-off water on track slabs does not interfere with
signalling and electrical equipment.
5.7.1 General
The design of the track slab shall take of account of the interaction with the track
including longitudinal effects, thermal effects, concrete shrinkage and traction/braking
loads. The design shall consider the effect on both the track and the track slab, including
interaction of slab expansion and rail expansion.
© RailCorp Page 10 of 14
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RailCorp Engineering Standard — Civil
Track Slabs ESC 362
Where epoxy grouts are used under the rail seat pad, the minimum thickness of the pad
shall be 7.5 mm.
Where top down construction is used, the construction method shall ensure track
fastenings are fully supported with no voids under the track fastenings. This is especially
important on superelevated track.
5.7.3 Turnouts
Where turnouts are planned in the track slab, full base plate fixings shall be installed to
allow installation of the turnout.
The rail must be straight railed through the turnout location without joints.
5.7.4.1 General
Guard rails may be required to be provided along track slabs where it is determined to be
appropriate for providing protection to adjacent structures.
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Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
For fixing details, dimensional set-out and componentry detail and sizes, standard guard
rail drawings are available:
785-568 Bridge guard rails Ballast top bridge Arrangement for concrete
sleepered track
785-569 Bridge guard rails Details of concrete guard rail sleepers Concrete
sleepered track
785-570 Bridge guard rails Ballast / Transom top bridge Arrangement for
timber sleepered track
785-571 Bridge guard rails Timber sleepered track Details of special plating
for tapered nose
The tapered nose section (“Vee”) is to be insulated with an approved component - refer to
Figure 1. This insulation requirement applies to new installations and where
refurbishment of the guard rails is undertaken.
Figure 1
Where guard rails exceed 50 metres in length, additional insulation and bonding
arrangements may be required. Design drawings are to specify that insulation and
bonding arrangements shall be in accordance with the requirements of the Chief
Engineer Signals. See RailCorp Engineering Standard ESG 100.17 - Signal Design
Principles Track Circuits.
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Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
Where floating track slabs are used to mitigate noise and vibration effects, they shall be
of proven design with demonstrated performance in operating environments similar to the
RailCorp network.
The design shall take into account flexural vibration and noise radiation.
The design shall provide for ease of access for inspection and maintenance of all track
slab components.
Operational rail vibration arises at the wheel/rail interface and propagates via the track
support system to the tunnel structure, the ground and surrounding buildings. Occupants
of nearby buildings may detect “rumble” noise during the passage of trains, called
ground-borne noise. In some cases, occupants may directly perceive vibration, called
ground-borne vibration. The operation of highly sensitive medical or scientific equipment
can also be affected by vibration.
Ground-borne noise and vibration are highly complex issues. ISO 14387-1 - Mechanical
vibration – Ground-borne noise and vibration arising from rail systems – Part 1: General
guidance provides general guidance on prediction and design methods. Where
assessment and mitigation of ground-borne noise and vibration is required,
methodologies shall be consistent with those defined in ISO 14387-1.
The Interim Guideline for the Assessment of Noise from Rail Infrastructure Projects
published by the New South Wales Department of Environment & Climate Change
provides guidance on ground-borne noise goals.
Ground-borne noise and vibration is likely to have a significant bearing on the tunnel
alignment and/or track design. It is also important to consider operational and
maintenance issues that may influence ground-borne noise and vibration from tunnels,
including:
• Track design features such as curves and crossovers, which increase the levels of
ground-borne vibration generated at source,
• Ongoing maintenance of rolling stock, particularly wheels, and
• Ongoing maintenance of track, particularly the rail running surface.
Source vibration levels are dependent on the dynamic interaction of the train with the
track support system. It is possible to vary the vibration spectrum generated at source by
varying the track support stiffness. Reduction in the track support stiffness results in a
reduction in source vibration and a reduction in ground-borne noise and vibration in
surrounding buildings. However, the effect of varying track support stiffness actually has
a frequency-dependent (“tuning”) effect. While there may be vibration reductions at most
frequencies, a reduction in track support stiffness actually results in an increase in
vibration at certain low frequencies. In other words, “tuning” of the track support system
results in redistribution of vibration energy from one part of the frequency spectrum to
another.
The selection and design of such track support systems for ground-borne noise and
vibration control requires careful consideration of maintenance and performance aspects.
Particular consideration shall be given to:
• Modes of vibration of floating slab elements which may lead to a significant
increase in low frequency radiated noise
• Transitions between track sections with differing support stiffness characteristics
© RailCorp Page 13 of 14
Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3
RailCorp Engineering Standard — Civil
Track Slabs ESC 362
Where track slabs abut ballasted track, a transition slab must be provided to achieve a
progressive change in track stiffness. The ballasted track on the transition slab shall be
designed and installed in accordance with RailCorp’s track engineering standards.
The minimum length of transition section trackform shall be 4.5 m.
Transition section trackforms shall be designed for the same loads as the track slab.
6 Prohibited Configurations
The following track slab configurations are prohibited:
• Embedded rail systems.
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Issued February 2011 UNCONTROLLED WHEN PRINTED Version 1.3