Concrete Slab Track

8
Part 27
Concrete Slab Track
8
— 1999 —
TABLE OF CONTENTS
Section/Article Description Page
27.1 Scope and N otations....................................................... 8-27-3

27.1.1 Scope................................................................... 8-27-3
27.1.2 N otations ............................................................... 8-27-3
27.2 A pplication and D efinitions ................................................ 8-27-3

27.2.1 A pplication .............................................................. 8-27-3 1
27.2.2 D efinitions .............................................................. 8-27-5
27.3 G eneral C onsiderations .................................................... 8-27-6

27.3.1 Introduction ............................................................. 8-27-6
27.3.2 Loading Conditions ....................................................... 8-27-6
3
27.4 M aterials................................................................. 8-27-7
27.4.1 G eneral................................................................. 8-27-7
27.4.2 Subgrade ............................................................... 8-27-7
27.4.3 Stabilized Subbase........................................................ 8-27-7
27.4.4 Concrete Slab............................................................ 8-27-8
27.4.5 M etalR einforcem ent...................................................... 8-27-8
27.5 D esign ................................................................... 8-27-8

27.5.1 D esign Considerations..................................................... 8-27-8
27.5.2 Subgrade ............................................................... 8-27-9
27.5.3 Subbase ................................................................ 8-27-9
27.5.4 Continuously R einforced Concrete Slab....................................... 8-27-9
27.5.5 D rainage................................................................ 8-27-9
27.6 Construction ....................................................... ...... 8-27-10

27.6.1 Subgrade ............................................................... 8-27-10
27.6.2 Subbase ................................................................ 8-27-10
27.6.3 R einforcem ent Placem ent.................................................. 8-27-10
27.6.4 Concrete Placem ent....................................................... 8-27-10
27.6.5 Curing ......................................................... . . . ..... 8-27-11
27.6.6 Construction Joints....................................................... 8-27-11
27.6.7 Installation ofFastener Inserts ............................................. 8-27-11
27.6.8 Insert Pull-O ut Testing.................................................... 8-27-13
© 2004, American Railway Engineering and Maintenance-of-Way Association 8-27-1

Concrete Structures and Foundations
TABLE OF CONTENTS
Section/Article Description Page
27.6.9 Placem ent ofR ailFasteners................................................ 8-27-14

27.6.10 Installation ofR unning R ail ............................................... 8-27-14
27.7 D irect F ixation Fastening System ............................................ 8-27-14

27.7.1 R ailFastening R equirem ents............................................... 8-27-14
27.7.2 T ypes ofR ailFasteners ................................................... 8-27-15
27.7.3 D esign Features ..................................................... . . . . 8-27-16
27.7.4 Laboratory Testing ofFasteners for A cceptance ............................... 8-27-17
27.8 Special C onsiderations..................................................... 8-27-17

27.8.1 T ransition A reas..................................................... . . . . 8-27-17
27.8.2 T reatm ent at Slab E nds................................................... 8-27-17
27.8.3 Continuity ofSlab T rack O ver B ridge D eck ................................... 8-27-20
27.8.4 Modification of E xisting T unnel Concrete Invert to Slab T rack ........... . . . . . . . . 8-27-2
Com m entary ........................................................................ 8-27-22
LIST OF FIGURES
Figure Description Page
8-27-1 Continuously R einforced Concrete Slab T rack System ................................ 8-27-4

8-27-2 Fastener Insert Attachm ent to the Slab T rack....................................... 8-27-12
8-27-3 R estrained Test ............................................................... 8-27-13
8-27-4 A T ypicalD irect Fixation Fastener E nvelope........................................ 8-27-16
8-27-5 D etailfor Term ination ofSlab T rack at A pproach to a B ridge.......................... 8-27-19
8-27-6 Typical Direct Fixation Fastener System for E xisting Tunnel Invert . ........... . . . . . . . . 8-27
LIST OF TABLES
Table Description Page
8-C -1 E xam ple ofCom puter Static A nalysis ofConcrete Slab T rack........................... 8-27-24
© 2004, American Railway Engineering and Maintenance-of-Way Association
8-27-2 AREMA Manual for Railway Engineering

Concrete Slab Track
SECTION 27.1 SCOPE AND NOTATIONS
27.1.1 SCOPE1
a. T hese specifications for design and construction ofcontinuously reinforced concrete slab track system
provide recom m endations to railroads,railtransit system s,public agencies,consultants,contractors and
other interested professionals.
A typicalcontinuously reinforced concrete slab track system is show n in Figure 8-27-1.
27.1.2 NOTATIONS
CW R = Continuous W elded R ail
CR C = Continuously R einforced Concrete
ks = M odulus ofSubgrade R eaction,pci(N /m m ³)
K = Fastener VerticalSpring R ate,lb/in (N /m m )
u = T rack M odulus,lb/in/in (M Pa)
SECTION 27.2 APPLICATION AND DEFINITIONS
27.2.1 APPLICATION
a. T he concrete slab track system described herein is suitable for: 3

(1) At-grade guidew ays
(2) E xisting or new em bankm ents
(3) E xisting or new tunnels

4
b. T hese specifications state m inim um perform ance requirem ents and are applicable for both m oderate
rolling stock speed up to 125 m ph (200 km /h),and high speed over 125 m ph (200 km /h),low axle loads
(light railtransit,railtransit system ),m edium axle loads (com m uter rail-electric or dieselsystem ) and
heavy axle loads (freight).
c. O ther types ofconcrete slabs w hich have been used but are not addressed in these specifications include:
(1) Cast-In-Place U nreinforced or Conventionally R einforced
(2) Cast-In-Place Post-Tensioned
(3) Precast R einforced
1 See Com m entary
AREMA Manual for Railway Engineering 8-27-3

Figure 8-27-1. Continuously Reinforced Concrete Slab Track System.

Concrete Slab Track
(4) Precast Pretensioned
27.2.2 DEFINITIONS
T he follow ing term s are define

d for generaluse in Part 27.
B R O K E N R A IL -T he fracture ofa continuous w elded railw hich has been directly fastened to the
concrete slab.
C R O S S T IE -A transverse com ponent ofa track system w hose functions are the controloftrack gage
and the transm itting ofrailloads to ballast.
C O N V E N T IO N A L T R A C K -T w o rails seated on tie plates or pads fastened to ties em bedded in a

ballast layer.
C O N C R E T E SL A B T R A C K SY ST E M -A continuously reinforced concrete (CR C)slab supported on a

stabilized subbase and com pacted subgrade.
C O N T IN U O U S W E L D E D R A IL -R unning rails thatactas a continuous structuralelem entas a result

offullpenetration w elding and connection ofindividualsections ofrailin lengths of400 feet (122m )or
longer.
D IR E C T F IX A T IO N FA ST E N IN G SY ST E M -A group ofcom ponents oftrack structure w hich

directly attaches the railto the concrete slab. 1
F L E X U R A L ST R E N G T H -T he m axim um resistance to bending ofa given cross section.
IN SE R T -A com ponent ofthe fastening system w hich is em bedded in theconcrete slab. T he insert m ay
be installed by presetting it in the form w ork prior to placem ent ofconcrete,or inserting it in a hole
either drilled,cored or form ed in the slab,after concrete has hardened.
3
L A T E R A L L O A D -A load or a com ponent ofa load at the gage side ofthe railparallelto the transverse
axis ofthe slab and perpendicular to the rail.ral Theload
late
shallbe assum ed to be applied at the base
ofrail.
L O N G IT U D IN A L L O A D -A load acting along the longitudinalaxis ofa rail.T he longitudinalload

shallbe assum ed to be applied at the base ofrail.
4
M O D U LU S O F SU B G R A D E R EA C T IO N (k s) -T he m odulus ofsubgrade reaction (also soil"spring"
constant or coefficient ofsubgrade reaction) is expressed as:
ks = q/y w ith units offorce/length3,pci(N /m m ³)
w here q = intensity ofcontact pressure,psi(M Pa)
y = soildeform ation,in (m m )
T he m odulus ofsubgrade reaction can be obtained by perform ing a plate load test (A ST M D 1196) and
plotting a curve ofq versus y.
P R E ST R E S SE D C O N C R E T E T IE -A tie utilizing precom pressed concrete and prestressing tendons.
R A IL SE A T -T he area ofthe slab surface on w hich the railrests.

T R A C K M O D U L U S (u) -is defined as:

4
P
u = 33 ----------d------- lb/in/in (M Pa)
4E IY 0
w here,
P d = D ynam ic w heelload,lb (N )
E = M odulus ofelasticity ofrailsteel,psi(M Pa)
4
I = Mom ent of Inertia ofR ailSection, m 4)
(min
Yo = M axim um raildeflection under single w heelload,in (m m ).1
V E R T IC A L L O A D -A load or a com ponent ofa load at right angles to a line joining the tw o opposite
railseats,and norm alto the longitudinalaxis ofthe rail.
SECTION 27.3 GENERAL CONSIDERATIONS
27.3.1 INTRODUCTION2
a. In supporting and guiding railw ay rolling stock,the track structure shallbe adequate to sustain repeated
longitudinal,verticaland lateralforces. H ence,in the design ofa concrete slab track system ,the
concrete slab shallbe considered interconnected w ith other com ponents ofthe track structure.
b. Item s to consider in the design ofthe concrete slab track system are:
(1) T he concrete slab,rail,fasteners,subbase and subgrade.
(2) T he quality ofeach com ponent,m ethod ofm anufacture,installation and m aintenance.
(3) T he direction,m agnitude and frequency oftrafficinduced loads,the effect ofenvironm entalfactors
such as tem perature and w eather.
(4) T he need to adequately support and safely guide railw ay rolling stock w hile sustaining repeated
longitudinal,verticaland lateralforces.
(5) O veralleconom ics ofinstallation and m aintenance.
27.3.2 LOADING CONDITIONS
27.3.2.1 Load Distribution
a. A properly designed concrete slab track system shalldistribute the load uniform ly through a layered
system ofthree distinct m aterials:com pacted subgrade (low stiffness),stabilized subbase (m edium
stiffness),and reinforced concrete slab (high stiffness).
1
See Com m entary
2 See Com m entary

Concrete Slab Track
27.3.2.2 Rail, Lateral and Longitudinal Loads
a. R ail,lateraland longitudinalloads shallbe as form ulated in A R E M A M anualChapter 30,Part 4,

Concrete T ies,and m odified as deem ed appropriate by the E ngineer.
27.3.2.3 Slab Dimensions
a. T he w idth ofthe slab is a function ofthe num ber oftracks,the distance betw een tracks,and the gage of
the tracks. O ther com ponents such as third railfor electrification m ay affect the w idth ofthe slab. For a
single track layoutw ith standard gage,a m inim um w idth dim ension of10.5 feet(3.2 m )is recom m ended.
T he thickness ofthe slab shallbe based on requirem ents stated in A rticle 27.5.4.
27.3.2.4 Subbase Pressure
a. T he subbase pressure on stabilized asphaltic subbase shallnot exceed 30 psi(0.2M Pa).
27.3.2.5 Subgrade Pressure1
a. T he subgrade pressure on w ellcom pacted subgrade shallnot exceed 20 psi(0.14M Pa).
27.3.2.6 Impact Factor2
a. A n im pact factor of200 percent shallbe used for design ofcontinuously reinforced concrete slab track.
1
SECTION 27.4 MATERIALS
27.4.1 GENERAL
a. T he properties and characteristics ofthe existing foundation conditions shallbe investigated as specified
in Part 22,G eotechnicalSubsurface Investigation. 3
27.4.2 SUBGRADE
a. T he subgrade m aterialshallpreferably be cohesion less,sandy/gravelm aterial. T he top 24 inches (610

m m )shallbe free from organic m aterial,and be suitable to provide and distribute the loads to stratum
below. In case ofconstruction on either existing or new em bankm ent,it is recom m ended to lim it the
sandy m aterialto a 1/4 inch (6 m m ) m axim um size. H ow ever,the N o.200 fines shallbe lim ited to a
4
m axim um of15 percent by w eight to reduce possibility ofpum ping action and to m itigate frost heave in
cold regions.
27.4.3 STABILIZED SUBBASE
a. Stabilized subbases thathave been used successfully include stabilized bitum inous (asphalt).Som e ofthe
other types ofsubbase m aterials w hich have been used and m ay be appropriate,are the follow ing:
(1) Crushed Stone.
(2) G ranite Stone.
1
See Com m entary
2 See Com m entary

(3) Lean Concrete.
(4) Cem ent-T reated G ravel.
(5) Cem ent-T reated Crushed Stone.
(6) E xpanded Polystyrene Concrete.
27.4.4 CONCRETE SLAB
a. T he m inim um 28-day com pressive strength ofconcrete shallbe 4000 psi(28M Pa) as determ ined by
A ST M C39.
b. Cem ent shallbe portland cem ent and shallm eet the requirem ents ofA ST M Specification C150.
A ggregates and m ix w ater shallm eet the requirem ents ofPart 1,ofChapter 8.A ir entraining
adm ixtures shallbe used in freeze-thaw environm ents.A dm ixtures containing chloride ions shallnot be
used.
c. B ased on requirem ents ofPart 1,consideration shallbe given to selection ofconcrete ingredients and
properties that affect the durability ofthe concrete slab. T hese include alkali-aggregate reaction,
freezing and thaw ing,air entraining agents and other adm ixtures,and sulfate and adverse chem ical
reactions.
27.4.5 METAL REINFORCEMENT
a. R einforcem ent shallm eet the requirem ents as stipulated in Part 1,M aterials,Tests and Construction
R equirem ents.
b. W hen the concrete is subjected to aggressive environm ents,the top m at ofreinforcing steelshallbe
provided w ith a corrosion protection system .
SECTION 27.5 DESIGN
27.5.1 DESIGN CONSIDERATIONS1
a. T he design procedures shallbe as per Part 2,R einforced Concrete D esign. M oreover,the design ofthe
continuously reinforced concrete (CR C)slab shallbe based on the existing construction technology
available in N orth A m erica for CR C highw ay and airfield pavem ents.
b. T he design can be form ulated by using the m odulus ofsubgrade reaction (ks),and elastic theory
analyticaltechniques. T he slab track system generally involves three distinct m aterials. T he com pacted
subgrade w ith a low stiffness is overlaid w ith a stabilized subbase follow ed by the CR C slab,w hich is a
stiffstructure. T his w illensure that the stresses induced by the rolling stock are m inim ized in the
various layers,enabling the entire track system to perform satisfactorily. H ow ever,in case ofsubgrade
m aterialbeing sound rock2,the subbase can be elim inated.
c. T he follow ing design considerations should beestablished for any concrete slab track system :
1
See Com m entary
2
R ock quality shall be as defined in
22,
Part
G eotechnicalSubsurface Investigation,sub-article 22.4.3 (d),ofChapter 8.

Concrete Slab Track
(1) T rack m ust be structurally adequate and capable ofm aintaining alignm ent and profile.
(2) T he system m ust be capable ofbeing constructed efficiently and econom ically.
(3) A fastening assem bly w ith the capability ofallow ing lateraland verticaladjustm ents shallbe
utilized.
(4) Concrete slab m ust have provision for attaching contact (third)railassem bly for electrification,if
required or expected in the future.
27.5.2 SUBGRADE
a. A m inim um of350 pci(0.09 N /m m ³)is suggested as the m odulus ofsubgrade reaction (ks) for subgrade,
on w hich the slab track is to be constructed.
27.5.3 SUBBASE1
a. A subbase ofone ofthe types listed in article 27.4.3 shallbe provided betw een the concrete slab and the
finished subgrade.
27.5.4 CONTINUOUSLY REINFORCED CONCRETE SLAB2
a. T he thickness ofthe concrete slab shallbe established by considering both the fatigue effect and the
static w heelload ofa 50-year cycle ofCooper E -80 loading or loading as deem ed appropriate by the
1
Engineer.
b. In calculating the longitudinalbending stiffness (E I) ofthe concrete slab about the neutralaxis ofthe
slab cross section,the tensile strength ofconcrete shallbe assum ed to be zero.
c. Slab thickness shallbe com puted so as to be adequate and rigid enough to w ithstand: 3
(1) W arping stresses (tem perature differentialbetw een the top and bottom ofthe slab).
(2) Bending stresses produced by w heelloads (live load plus im pact).
(3) Longitudinal stresses induced

a resul
as t ofanchoring continuous w elded rail(CW R )to the concrete
slab. 4
d. A dequate reinforcem ent shallbe provided to ensure that the cracks in concrete do not exceed 0.012 inch
(0.30 m m ),so that the passage ofw ater or m oisture to reinforcem ent is m inim ized. In addition,
longitudinalreinforcem ent shallbe sufficient to m aintain aggregate interlock for transfer ofthe load at
the crack locations.
27.5.5 DRAINAGE
a. T he slab track shallbe designed to provide for transverse drainage to the edges ofthe slab. To reduce
infiltration ofw ater under the slab,a paved ditch shallbe provided betw een individualslab tracks.
1
See Com m entary
2 See Com m entary

b. D rainage w ater shallbe collected in a paved ditch.W ater shallbe discharged through sub-invert pipes to
an externaldischarge system for an at-grade concrete slab.
c. For concrete slab on em bankm ent,drop inlets shallbe provided in the em bankm ent discharging to a
positive drainage system . To reduce em bankm ent erosion,paved ditches shallbe installed adjacent to
the slab.
d. In tunnelconstruction,a trough shallbe provided in the center ofthe slab w ith a longitudinalslope to
drain through sub-invert pipe(s),w hich discharge to a positive drainage system .
SECTION 27.6 CONSTRUCTION
27.6.1 SUBGRADE
a. A llm aterials susceptible to frost heave shallbe rem oved to at least 24in (610m m )depth,and replaced
w ith frost free cohesionless m aterial.T he subgrade should be com pacted in order to achieve a m inim um
ks value of350 pci(0.09 N /m m ³).
b. Ifthe construction is on a new em bankm ent,the top 24 in (610 m m )at a m inim um shallbe granular
m aterial. Soilfor em bankm ent shallbe placed in layers not thicker than 9 in (230 m m )and com pacted
to 95 percent ofm axim um density obtained by the Standard Proctor M ethod. Soils having a m oisture
content in excess of2 percent above optim um m oisture content as determ ined by M odified Proctor
M ethod,shallbe unacceptable as an em bankm entm aterial. W hen the construction entails placement on
an existing em bankm ent,allload bearing soilm aterialin the frost zone shallbe rem oved and replaced
w ith cohesionless granular m aterial. T he top 24 in (610 m m )shallbe com pacted to achieve the specified
ks value.
27.6.2 SUBBASE
a. A m inim um 4 in (100 m m ) thick subbase m aterialas determ ined by geotechnicalevaluation,shallbe

laid over the finished subgrade. T he subbase shallproject 2 feet (610 m m ) beyond each side ofthe
concrete slab.
27.6.3 REINFORCEMENT PLACEMENT
a. Steelreinforcem ent shallbe placed on chairs intw o layers,w ith the m ain longitudinalreinforcem ent
divided betw een the bottom and top layers. Longitudinalsteelshallbe spliced in tension only as
specified under Part 2,R einforced Concrete D esign,ofChapter 8. T ransverse bars shallbe spaced as
necessary in the top and bottom layers.Steelreinforcing bars shallbe placed so as to be clear ofthe
drilling/coring areas,using specialtem plates for m arking hole locations,both before and after concrete
placem ent. T his technique w illm inim ize dam ageor cutting ofreinforcing steelw hich m ay be
encountered during the concrete drilling or coring operation.
27.6.4 CONCRETE PLACEMENT
a. It is recom m ended that in order to achieve the proper tolerances,conventionalhighw ay paving form s be
utilized. For large projects,the use ofslipform paving equipm ent m ay be w arranted,for obtaining
higher production rates for concrete placem ent. Paving equipm ent shallinclude vibrating screed and
associated com ponents necessary to obtain the required slab cross section. T he paving equipm ent train

Concrete Slab Track
can be mounted on adjustable screed rails,accurately set by a surveyor for both horizontaland vertical
alignm ents. Concrete should be consolidated by internalvibrators.
b. In order to m inim ize shim m ing and/or grinding ofconcrete,it is recom m ended that tight vertical
tolerance of+ 0 in (+ 0 m m )and -1/4 in (-6 m m ) be required ofthe finished concrete. H ow ever,careful
attention should be paid to obtain the required finish tolerances w hen using slipform paving equipm ent.
c. T he concrete can be placed either in a single pourm ethod or a tw o separate pour sequence. T he tw o
pours (sections) shallbe adequately attached to each other by dow els and an adhesive bonding m aterial.
27.6.5 CURING
a. T he curing ofconcrete shallbe as specified under Part 1,M aterials,Tests and Construction
R equirem ents.
27.6.6 CONSTRUCTION JOINTS
a. T he follow ing provisions shallbe specified,w hen construction joints are required at the end ofa day's
concrete placem ent.
(1) Construction joints shallnot be closer than 5 feet (1.5 m ) from splices in longitudinalreinforcem ent.
(2) T ransverse reinforcem ent shallbe doubled for a 10 feet (3 m ) distance each side ofa construction
joint. 1
(3) Longitudinalreinforcem ent shallbe increased by one third for a 10 feet (3 m )distance each side ofa
construction joint.
(4) Form ed keys or dow elbars can also be used to prevent differentialsettlem ent.
3
27.6.7 INSTALLATION OF FASTENER INSERTS
a. Inserts m ay be installed by presetting them in the form w ork,by m eans ofa tem plate,prior to the
placem ent ofconcrete. A ccurately locate fem ale inserts,into w hich fastener hold dow n bolts can be
threaded,prior to casting the slab. After casting,the tops ofthe inserts m ust be flush w ith the slab
surface. T he surface around the inserts shallbe smooth and flat,providing a satisfactory bearing area
for the railfasteners.A variation ofthis m ethod w ould be,to cast-in-place railholding devices 4
(shoulders).
b. A n alternative m ethod is the installation ofinserts after placem ent and curing ofconcrete,either by
drilling or coring holes.Percussion drilling is not permitted.Precision m ust be exercised in locating and
drilling/coring ofholes,into w hich inserts (or anchor bolts) are installed.
c. It is recom m ended that slab drilling or coring for fastener inserts be perform ed after the initial
shrinkage ofthe concrete has occurred and the 28 day specified com pressive strength has been obtained.
Slight adjustm ent in spacing ofinserts m ay be perm itted to avoid existing shrinkage cracks.
d. T he inserts shallbe held plum b in the hole,eitherby tem plates or other m eans,and the hole filled w ith
an adhesive m aterial. Fastener inserts m ay be epoxy coated to provide additionalelectricalinsulation.
e. Figure 8-27-2 depicts fastener insert attachm ent to the slab track.

Figure 8-27-2. Fastener Insert Attachment to the Slab Track.

Concrete Slab Track
27.6.8 INSERT PULL-OUT TESTING
a. T he inserts w hich attach the railfastener to the slab track are subject to pull-out forces generated by
bolt torque,verticaluplift forces produced by a passing train,and forces produced by therm alconditions.
b. In order to determ ine the load capacity ofan anchoring system ,tests shallbe perform ed in accordance
w ith A ST M E 1512.A m ock-up test shallbe required to sim ulate the in-situ conditions,w ith satisfactory
results.
c. A m inim um of10 percent ofthe inserts shallbe random ly tested for a pull-out force ofnot less than
14,000 lb (62,300 N ).In case ofinserts failing pull-out testing,the percentage ofinserts being tested
shallbe increased,as per judgem ent of the E ngineer. T he test load shallbe applied in three equal
increm ents. T he finalload shallbe held constant for one m inute and the epoxy,concrete and insert
inspected for distress.
Ifno drop in gage pressure occurs after one m inute,the insert shallbe accepted. Ifthe insert fails to
m eet the pull-out strength,then it shallbe cored out and replaced w ith a new insert. T he pull-out tests
shallbe perform ed using the R estrained Test as show n in Figure 8-27-3.
Figure 8-27-3. Restrained Test.

27.6.9 PLACEMENT OF RAIL FASTENERS
a. After installation ofinserts,the finished surface ofconcrete shallbe surveyed,and ifnecessary,grinding

the high spots ofconcrete m ay be required. Ifthe concrete finished surface is low er than that required,
then shim pads up to a m axim um height of3/8 in (9 m m ) can be placed under the fastener at the
discretion ofthe E ngineer.T he inserts (anchor bolts)shallbe checked for verticalplum bness and correct
location prior to the placem ent ofrailfasteners.R ail fast
eners shallthen be installed.
27.6.10 INSTALLATION OF RUNNING RAIL
a. Continuous w elded rail(CW R ),the w eight and type to be determ ined by the individualagency,m ay be
delivered on w ork trains w ith factory w elded sections and shallbe carefully placed on the fasteners. A s
an alternative,the railcan be entirely field w elded at the project site to form continuous w elded rails.
b. Changes in tem perature ofCW R w illdevelop stresses in the railand the concrete slab. R ail is typically
installed at a high neutraltem perature,to reduce the risk ofrailbuckling at high tem peratures and rail
pull-apart at low temperatures.
c. T he suggested procedure,during low tem peratures,is that each section ofthe CW R be heated at
installation to a predeterm ined tem perature,in order to ensure that the railw illrem ain in tension a
large percentage ofthe tim e. T he base ofthe railshallbe secured to the direct fixation fastener,w ith
elastic clips.
d. It is suggested that the E ngineer should refer to the detail guidelines ofChapter 5,T rack,for the
handling,transporting,laying and construction ofCW R .
SECTION 27.7 DIRECT FIXATION FASTENING SYSTEM
27.7.1 RAIL FASTENING REQUIREMENTS
a. R ailfasteners for installation under the continuous w elded railshallsatisfy the follow ing:
(1) A llow for verticaland lateraladjustm ent,ifrequired.
(2) Provide resilience that w illreduce the effect ofdynam ic im pact on the track structure,m inim ize
vibrations,absorb energy and reduce noise.
(3) M aintain a consistent clam ping force on the railto provide resistance to railcreep,and m aintain rail
alignm ent.
(4) Provide the required electricalinsulation for electrified and/or signalized railw ays.
(5) E xhibit resistance to track environm ent (w eather,oil,etc.).

Concrete Slab Track
27.7.2 TYPES OF RAIL FASTENERS1
a. T here are a variety ofrailfasteners ofdifferent design and capabilities available. Itis recom m ended that
for slab track construction the direct fixation fasteners w ith satisfactory in-service perform ance history
be installed. A s an alternative,new direct fixation fasteners w hich have satisfactory passed extensive
laboratory testing m ay be used.
b. T he type ofdirect fixation fastener to be specified shallbe a function ofthe slab track operating
environm ent (m ain line,yard,etc.),axle load,train speeds and m aintenance considerations. Figure 8-
27-4 show s a typicaldirect fixation fastener envelope.
1 See Com m entary

Figure 8-27-4. A Typical Direct Fixation Fastener Envelope.
27.7.3 DESIGN FEATURES
27.7.3.1 Fastener Vertical Spring Rate1
a. T he verticalspring rate,K ,ofdirect fixation fasteners norm ally ranges from 90,000 pounds/inch
(158,000 N /m ) w hich is soft pad to 300,000 pounds/inch (525000 N /m ) w hich is considered a hard pad.
1 See Com m entary

Concrete Slab Track
T he slope ofthe load-deflection curve (the fastener spring rate)shallbe w ithin 20 percent ofa constant
slope calculated at each 1000 pounds (4450 N )increm ent (secant m odulus betw een tw o given load
points).
b. T he selection ofa spring rate for a fastener shallbe determ ined by the individualrailroad based on its
operating needs,requirem ents and practice.
27.7.3.2 Elastic Clips1
a. E lastic clips shallbe used in com bination w ith directfixation fasteners,in order to attach the base ofthe
railto the fasteners.
b. T he recom m ended toe load for elastic clips shallbe in the range of2200 pounds (9800 N )to 3200 pounds
(14240 N ).
27.7.4 LABORATORY TESTING OF FASTENERS FOR ACCEPTANCE
a. T he laboratory testing requirem ents are com prehensively covered in A R E M A M anual,Chapter 30,Part
4,Concrete T ies.
b. It is recom m ended that the E ngineer adhere toPart4 specifications,w ith m odifications as deem ed
appropriate.
SECTION 27.8 SPECIAL CONSIDERATIONS
27.8.1 TRANSITION AREAS2
a. T ransition areas such as behind abutm ents at bridge approaches or at change oftrack structure from
3
slab track to w ood tie track require specialconsiderations.
b. Factors to be considered in the design oftransition areas are: susceptibility ofbackfillsoilm aterialto
settlem ent behind bridge abutm ents,difference in track m odulus betw een stiff(concrete slab)track,and
soft (w ood tie) track,respectively.
4
c. In the case ofbridge abutm ents,a sub-surface approach slab adequately reinforced and varying in
thickness from 18 in (450 m m )at bridge abutm ent to 12 in (300 m m )at the opposite end,for a length of
25 feet (7.5 m ),m ay be installed as detailed in Figure 8-27-5.
d. W here change oftrack structure from concrete slab to w ood tie track occurs,a sub-surface concrete slab
ofsim ilar design features as in (c)above,m ay be installed starting from the end ofthe concrete slab
track and carried below the w ood track structure a length ofat least 20 ft (6 m eters).
27.8.2 TREATMENT AT SLAB ENDS
a. E xpansion joints are recom m ended atslab ends to handle slab m ovem ents at bridge sites and at ends of
the slab track construction.
1
See Com m entary
2 See Com m entary

b. T he slab track can be term inated 25 feet (7.5 m )from bridge abutm ent approaches,ifthe bridge is at the
end ofthe slab track. T ransverse reinforcing steelshallbe doubled for a 15 feet (4.5 m ) distance from
slab ends. A galvanized structuralsteelinverted T-section shallbe installed in a 10 feet (3 m ) long
reinforced concrete slab that supports one end ofthe slab track. T he structuralsteelinverted T-section
shallhave expansion joints that perm it up to a 3 in (75 m m )expansion and a 2 in (50 m m ) contraction.
E xpansion m aterialshallbe installed in the expansion joints. R efer to Figure 8-27-5 as one exam ple for
design details.

Concrete Slab Track
Figure 8-27-5. Detail for Termination of Slab Track at Approach to a Bridge.

27.8.3 CONTINUITY OF SLAB TRACK OVER BRIDGE DECK1
a. T his section is applicable to straight,sim ply supported concrete deck bridges ofspans up to 75 feet (23
m ).Ifit is required to continue the concrete slab track over a bridge deck,the follow ing provisions shall
be addressed:
(1) In order to m inim ize slab cracking and to perm itsliding ofbridge deck under the concrete slab track,
it is im perative to reduce friction at the interface betw een the bottom ofthe slab track and top ofthe
bridge deck concrete.
(2) Provide two layers ofbituminous materialsepara

ted by tw o sheets ofpolyethylene betw een slab and
bridge decking.
(3) A s an alternative,teflon m ay be used as a friction reducing m aterial,ifadditionalcost considerations

are acceptable.
27.8.4 MODIFICATION OF EXISTING TUNNEL CONCRETE INVERT TO SLAB TRACK
a. In existing tunnels,the follow ing tw o types oftrack structures are generally encountered:
(1) T ype (A )Concrete tunnelinvert w ith ballast and ties.
(2) T ype (B )H alfw ood ties em bedded in concrete tunnelinvert.
b. T he follow ing reconstruction m ethodology can be used to m odify the tunnelinvert:
(1) T ype (A )T unnelInvert:
(a) R em ove ballast and cross ties.
(b) Ifadditionalverticalclearance is required or the top section ofconcrete invert consists of

unsuitable or deteriorated concrete,it shallbe rem oved untilsound m atrix ofconcrete is
reached. Ifreinforcing steelis encountered,rem ove the steeland replace it w ith new bars.
(c) A pply bonding m aterial.
(d) Ifrequired by the E ngineer,drilland grout verticaldow els into existing concrete for m echanical
anchorage.
(e) Place concrete grouting m aterialto achieve the required elevation.
(f) Drillor core holes for anchor bolts.
(g) Installfasteners,lay railand secure clips as stipulated in the previous sections.
(2) T ype (B )T unnelInvert:
(a) R em ove the em bedded ties and concrete section to at least one inch (25m m ) below the ties.
(b) Follow the sam e procedure as detailed above in T ype (A ) Concrete T unnelInvert.
1 See Com m entary

Concrete Slab Track
O ne type ofD irect Fixation Fastener System for m odifying existing tunnelinvert is depicted in
Figure 8-27-6.
Figure 8-27-6. Typical Direct Fixation Fastener System for Existing Tunnel Invert.

C - COMMENTARY
C - 27.1.1 Scope
In order to find a solution to the problem s ofcostly track m aintenance,increasing axle loads,and faster
operating speed,a concrete slab track can provide im provem ents over a conventionaltrack system .
A concrete slab track system consisting ofa continuously reinforced concrete slab,supported on a subbase and
com pacted subgrade,is one exam ple ofan im proved track structure.
A slab track system provides the follow ing advantages:
(1) E lim ination ofthose com ponents w ith inherent w eakness that require periodic m aintenance such as
ballast,ties,tie plates and spikes.
(2) R ailfasteners w ith better lateraland longitudinalrestraint characteristics are used.
(3) Load is distributed m ore uniform ly on the subgrade,thus settlem ent is reduced.
(4) Proper line and surface are m aintained,thus reducing need for surfacing and lining.
(5) W hen com bined w ith continuous w elded rail,ride quality is im proved,and faster operating speeds
are possible.
(6) R educed m aintenance results in less traffic disruption.
(7) D ue to im proved track structure,rolling stock encounters less w earand tear,and thus,requires less
m aintenance.
C - 27.2.2 Definitions
T rack M odulus (u)
T he value ofm odulus ofelasticity ofrailsupport (u)for directly fixed track is dependent upon the m om ent of
inertia ofthe railsection and the am ount ofdeflection obtained by the com pression ofthe fastener pad.
T he allow able deflection ofa rubber pad is lim ited to 15 percent ofit=s uncom pressed thickness. D irect fixation
fasteners presently in service use 1/2 in (12 m m )pads. T hese pads allow a m axim um deflection of0.075 in (2
m m ).
C - 27.3.1 Introduction
T he concrete slab as part ofthe track structure system ,is subjected to loads from the rails through the direct
fixation fastening,and in turn concrete slab transfers loads to the subbase and subgrade.
C - 27.3.2.5 Subgrade Pressure
D ue to the reduction ofnum ber ofload pulses on subgrade,a w ellconstructed slab track structure m inim izes
the subgrade pressure.

Concrete Slab Track
C - 27.3.2.6 Impact Factor
T he requirem ents are based on calculations including an assum ed im pact factor. T his factor is a percentage
increase over static verticalloads,intended to estim ate the dynam ic effect ofw heeland railirregularities.T he
Im pact Factor is com parable as used in Chapter 30,Part 4,Concrete T ies.
C - 27.5.1 DESIGN CONSIDERATIONS
T he follow ing criteria provide a guideline for slab track system design:
(1) R aildeflection not to exceed 0.25 in (6 m m ).
(2) R ailbending stress not to exceed 11000 psi(77 M Pa).
(3) Subbase pressure not to exceed 30 psi(0.21 M Pa).
(4) Subgrade pressure not to exceed 20 psi(0.14 M Pa).
C - 27.5.3 SUBBASE
A subbase shallbe provided to serve the follow ing functions:
(1) Prevent m ud pum ping

1
(2) Increase the m odulusofsubgrade reaction.
(3) Serve as a w orking platform for erection ofconcrete slab form w ork.
(4) Distribute pressure to subgrade m ore uniform ly.
3
C - 27.5.4 CONTINUOUSLY REINFORCED CONCRETE SLAB TRACK
C om puter A nalysis
T he static analysis ofthe concrete slab track is based on a longitudinalstructure w hich is represented as a
continuous beam (rail)on a continuous uniform support (resilient fasteners) in turn resting on another
continuous beam (concrete slab) resting on another continuous uniform support (stabilized subbase and 4
com pacted subgrade).
R eference num bers 5 and 9 in the bibliography refer to the com puter program w hich w as w ritten to facilitate
the analysis. T he outputs from the program include raildeflection and bending m om ent,fastener deflection
and loads,slab deflection andbending m om ent,and subgrade deflection and bearing pressure.
For illustration purpose,based on the com puter program ,in case of35000lb (155750 N )w heelload,136 lb (61.2
kg)railand 6 foot (1.8 m ) axle spacing,the output in Table 8-C -1 on the follow ing page w as obtained:

Table 8-C-1. Example of Computer Static Analysis of Concrete Slab Track
Given: 8 foot (2.4 m) slab, ks = 500pci (0/135 N/mm3 )

Fastener spacing = 30 in (762mm)
Slab
Slab Rail Peak Rail Slab Slab Slab Bearing
Stiffness
Depth Deflection Stress Deflection Stress Pressure
EI
inches inches psi inches psi psi
lb-in2
(mm) (mm) (MPa) (mm) (MPa) (MPa)
(kPa)
6 516 x 107 0.047 9600 0.022 1025 10.85

(152) (1.19) (67.2) (0.55) (7.17) (0.076)
(3555x107)
18 13,380x107 0.044 9150 0.018 800 9.15

(457) (1.11) (64.0) (0.46) (5.6) (0.064)
(92,188x107)
D esign P rocedure
T he follow ing is a guideline for a sim plified design procedure for the m ajor design elem ents:
B ackground: A continuously reinforced concrete pavem ent (CR CP)is a portland cem ent concrete pavem ent
w ith continuous longitudinalreinforcem ent and no interm ediate expansion or contraction joints. T ransverse
reinforcem ent is also required at intervals corresponding to the railfastener spacing to absorb the loads
transm itted into the slab at the railfastener attachm ent points. It also aids in nstruct
co ion by supporting and
m aintaining longitudinalreinforcem ent spacing.
Slab thickness and longitudinalreinforcem ent design m ust be considered sim ultaneously in a continuously
reinforced concrete pavem ent. Iftoo sm allan am ount of steelis used,transverse cracks w illopen an excessive
am ount and aggregate interlock w illbe lost,resulting in appreciable slab deflections and ultim ate slab
deterioration and failure.
A properly designed CR C slab typically develops regularlyspaced,hairline transverse cracks at 3 feet (0.9 m )to
10 feet (3 m ) intervals. T he resultant pavem ent is com posed ofa series ofshort slabs held tightly together by
the longitudinalreinforcem ent. W ith a sufficient am ount ofreinforcem ent,a high degree ofshear transfer
across the cracks is assured because the cracks are held tightly closed.
Slab B ending Stiffness (E I)

Com pute bending stiffness,assum ing slab w idth,depth,fc'and w eight ofconcrete.
R eference num ber 9 has additionalinform ation on bending stiffness trade-offs (deeper concrete section versus
less percentage ofreinforcem ent),and track structure cost as a function ofbending stiffness.
Stresses in Slab
A ssum e: 50,000 Cooper E -80 (or equivalent)loading for 50 years.
Say spacing betw een fasteners is 24 in (610 m m ) to 30 inches (760 m m ).U se contact area betw een rail
fastener and slab as 7 in (178 m m ) x 14 in (356 m m ).
U se fc'= 4000 psi(28 M Pa),M R = 475 psi(3.3 M Pa)

Concrete Slab Track
A ssum e ks = 450 pci(12451.5 gm s/cm ;),includes
4 in (102 m m ) stabilized bitum inous subbase.
U sing "Influence charts for concrete pavem ents",A SCE ,V.116,and "T hickness design for concrete pavem ents",
PCA ,com pute
• pavem ent thickness
• stresses in slab
L ongitudinal R einforcem ent
Selection ofpercentage of steel should

be based on the follow ing considerations:
• T he reinforcem ent should help the slab resist train loads.
• Crack w idth not to exceed 0.012 inch (0.30 m m ),in order to lim it corrosion by m inim izing passage of
w ater or m oisture to reinforcem ent.
• G iven contraction ofthe slab,the tensile stresses in the reinforcem ent should be w ithin elastic range.
a. Longitudinalreinforcem ent to resist train loads.
U se M static,ft-lbs (N -m )
1
A dd 200% im pact
T herefore,M = (M static)(3),ft-lbs (N -m )
Say:fc'= 4000 psi(28 M Pa),n = 7.5, 3

totalslab thickness = Say 12 in (305 m m )
d = 12 in (305 m m )-3 in (76 m m )= 9 in (229 m m ),
fs = 20,000 psi(140 M Pa)
U sing trialand error:

4
Say fc = 0.3 fc'
fck
Com pute k, p = ------- ,A s,and M om ent M ,ft-lbs (N -m )
2fs
W hen M om ent available = M om ent Im posed
U se that area ofreinforcem ent (% steel) at the bottom ofslab.
U se 2/3 oflow er reinforcem ent to resist negative m om ent at top.
Totalpercent steel= percent steelat bottom + percent steelat top.

b. Longitudinalreinforcem ent to prevent cracks from w idening and reinforcem ent at the crack location
m ust be less than its yield point,say fsy = 60,000 psi(420 M Pa)
fct
U se P ³ ------´ 100
fy
w here:
p = percentage ofreinforcem ent

ft = concrete tensile strength
fy = reinforcem ent yield strength
C rack W idth and Spacing
D esign guidelines and nom ographs are available in reference num ber 20 ofthe bibliography.
C - 27.7.2 TYPES OF RAIL FASTENERS
A s a generalcriteria for slow speeds and light axle loads,a light duty single plate fastener w ith or w ithout
bonded elastom er can be used. H ow ever,for higher axle loads and faster operating speeds,it is recom m ended
that heavy duty fasteners w ith a double plate and bonded elastom er be utilized. E lastic clips are recom m ended
to hold the base ofrunning railto the fasteners.
C - 27.7.3.1 FASTENER VERTICAL SPRING RATE
Based on the axle loads,operating considerations,and ifm itigation ofnoise and vibrations along the right-of-
w ay is required,the use ofsofter pads m ay be m ore desirable. H ow ever,ifthe track structure is subjected to
higher axle loads,and the objective is to m inim ize fastener replacem ent cycles and associated costs,then the
selection ofharder pads m ay be m ore appropriate.
C - 27.7.3.2 Elastic Clips
In the selection ofthe elastic clips,it should be recognized that the clip toe load requirem ent m ust be adequate
to longitudinally restrain the railunder braking or tractive forces ofrolling stock w heels,and also in case ofrail
breakage be capable ofresisting the pull-apart forces incontinuous w elded rail,and thus prevent a potential
derailm ent condition.
C - 27.8.1 TRANSITION AREAS
T hese installations w ill help in m inim i

zing m aintenance costs generally associated w ith these transition areas,
and also provide continuity ofride com fort to train passengers.
C - 27.8.3 CONTINUITY OF SLAB TRACK OVER BRIDGE DECK
In case oflong bridges,horizontally curved bridges,etc.an independent analysisshould be undertaken and

appropriate design features incorporated.

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27.1 Scope and N otations....................................................... 8-27-3

27.2 A pplication and D efinitions ................................................ 8-27-3

27.3 G eneral C onsiderations .................................................... 8-27-6

27.5 D esign ................................................................... 8-27-8

27.6 Construction ....................................................... ...... 8-27-10

© 2004, American Railway Engineering and Maintenance-of-Way Association 8-27-1

Section/Article Description Page

27.6.9 Placem ent ofR ailFasteners................................................ 8-27-14

27.7 D irect F ixation Fastening System ............................................ 8-27-14

27.8 Special C onsiderations..................................................... 8-27-17

Com m entary ........................................................................ 8-27-22

Figure Description Page

8-27-1 Continuously R einforced Concrete Slab T rack System ................................ 8-27-4

Table Description Page

© 2004, American Railway Engineering and Maintenance-of-Way Association

8-27-2 AREMA Manual for Railway Engineering

SECTION 27.1 SCOPE AND NOTATIONS

A typicalcontinuously reinforced concrete slab track system is show n in Figure 8-27-1.

CW R = Continuous W elded R ail

CR C = Continuously R einforced Concrete

ks = M odulus ofSubgrade R eaction,pci(N /m m ³)

K = Fastener VerticalSpring R ate,lb/in (N /m m )

u = T rack M odulus,lb/in/in (M Pa)

SECTION 27.2 APPLICATION AND DEFINITIONS

a. T he concrete slab track system described herein is suitable for: 3

(2) E xisting or new em bankm ents

(3) E xisting or new tunnels

(1) Cast-In-Place U nreinforced or Conventionally R einforced

(2) Cast-In-Place Post-Tensioned

(3) Precast R einforced

1 See Com m entary

© 2004, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-27-3

Figure 8-27-1. Continuously Reinforced Concrete Slab Track System.

© 2004, American Railway Engineering and Maintenance-of-Way Association

8-27-4 AREMA Manual for Railway Engineering

(4) Precast Pretensioned

T he follow ing term s are define

C O N V E N T IO N A L T R A C K -T w o rails seated on tie plates or pads fastened to ties em bedded in a

C O N C R E T E SL A B T R A C K SY ST E M -A continuously reinforced concrete (CR C)slab supported on a

C O N T IN U O U S W E L D E D R A IL -R unning rails thatactas a continuous structuralelem entas a result

D IR E C T F IX A T IO N FA ST E N IN G SY ST E M -A group ofcom ponents oftrack structure w hich

L O N G IT U D IN A L L O A D -A load acting along the longitudinalaxis ofa rail.T he longitudinalload

ks = q/y w ith units offorce/length3,pci(N /m m ³)

w here q = intensity ofcontact pressure,psi(M Pa)

P R E ST R E S SE D C O N C R E T E T IE -A tie utilizing precom pressed concrete and prestressing tendons.

R A IL SE A T -T he area ofthe slab surface on w hich the railrests.

© 2004, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-27-5

T R A C K M O D U L U S (u) -is defined as:

E = M odulus ofelasticity ofrailsteel,psi(M Pa)

Yo = M axim um raildeflection under single w heelload,in (m m ).1

SECTION 27.3 GENERAL CONSIDERATIONS

(1) T he concrete slab,rail,fasteners,subbase and subgrade.

(5) O veralleconom ics ofinstallation and m aintenance.

27.3.2 LOADING CONDITIONS

27.3.2.1 Load Distribution

© 2004, American Railway Engineering and Maintenance-of-Way Association

8-27-6 AREMA Manual for Railway Engineering

27.3.2.2 Rail, Lateral and Longitudinal Loads