Need and Design of Transition

Zone in Railway Track

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Different Track Types
• For different bed type, specific track types are
proposed at different location
• Ballasted Track:
• The least Capex and easiest to maintain for
areas prone to ground settlement.
• Mostly adopted in tracks outer side of City
where space is available.
• Plinth Track / Slab Track:
• Used on Elevated / Underground Structures
• Reduced self weight and ease of
maintenance.
• Embedded Track:
• Used in congested areas, at grade track
• Interface with vehicular traffic / road
intersections or at grade stations.
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 Need for Track Transition
• There is location where two different track types meet. At such location track transition is needed to be provided.
• For operation of trains on location where two different track types meet, it is utmost important to control
variation in rail deflection, and track transition fulfils the same purpose
• The limit of such variation is 0.5mm per unit length L, where L is defined by higher of the followings:
• 0.5 x V in m (where V is speed in m/s)
• Length of Wagon or Locomotive

• Deflection Control:
• Transition zone is provided to avoid sudden
variation in deflection.
• In case the total deflection (d) is more than
0.5mm, the length of transition zone shall be
calculated as (L * d /0.5)
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Conventional Solution to Transition Zone
• Globally various railways are using specially selected and
compacted back fill material behind abutment
• This ascertains gradual change in stiffness of track.
• Figures here show global practice
• However, these solutions are mostly aimed at operation of
conventional railway
• For light rail:
Track Transition of Italian Railway
• Some typical details available in TCRP, but these are area
and system specific
• Need for Global unified method for transition zone is there
• The procedure described here follows analytical approach
based on the concept by EN code.
• This principle, can also be adopted for any other railway system
suitably modifying with respect to the input data. Track Transition of German Railway
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 Indian Railway Provision

• Indian Railway also has

provision for Transition
Zone at Bridge Abutments,
but it is aimed at
Conventional railway and
not for Metro / Light Rail
requirements.

RDSO Drawing for Ballasted-Ballastless Transition

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 Design Philosophy

• For LRT no set design norm specific to the system.

• Recommendations used elsewhere cannot be blindly adopted as the boundary conditions differ including
soil condition.
• The design approach is based on the gradual change of deflection, which is universal,
• This design approach can be adopted for any system suitably using the track parameters
• The approach uses the track bed stiffness and the axle load / wheel position and impact of other
wheels are taken into account
• Rail Deflection is calculated by Beam on Elastic Foundation (BOEF) theory,
• Deflection of Embedded Track is calculated by FEM modelling software.
• Relative deflection is worked out.
• Transition zone is defined based on relative deflection.

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Input of Standard Data
Parameters Value Units

Weight of Rail 60,21 kg/m

Cross Section Area of 7 670 mm2
Rail
Section Modulus- 333,6 cm3
Head, Zx-h
• For Ballasted Track, to get the deflection
followings are needed Section Modulus- 375,5 cm3
• EV2 value of the trackbed, determined from Foot, Zx-f
field investigation.
Ix 3 038 cm4
• Parameters of Rail, typical details for 60E1
Profile is available in table E 210 000 N/mm2

• Axle Load for the corridor Poisson's Ratio of Steel 0,3  

• The above are project specific and do not change G 80 769,23 N/mm2
based on corridors or suppliers
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Vendor Specific Data
Parameters Value Units

Sleeper Bearing Area 593 000 mm2

Sleeper Spacing 650 mm

• In addition to the standard data,
some vendor specific data is also Ballasted Track Fastening Stiffness, Static 35 kN/mm
needed for the computation.
• These may change based on the Base Plate Area for Plinth 102 000 mm2
supplier/corridors
• This includes: Fastener Spacing 650 mm

• Selected fastening system Plinth Track Fastening Stiffness, Static 22,5 kN/mm
properties
• Sleeper dimension,
Static to Dynamic Stiffness ratio 1,25  
• Fastener / Sleeper Spacing
• Such data has a huge role to play in Toe Load Max per fastener 13 kN
overall deflection of rail.
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 Analytical Computation

• This Eisenmann’s
method, is “standard”
for track sections.
• This is followed in EN
16432 and DB RIL
820.2020 standard Summary of Computation by Analytical
practices also Method for Deflection

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 Sample Computation
• Dynamic Impact Assessment:
• Different Methods are adopted for computing the dynamic impact factor, some common
practices are provided in the table, based on:
• Speed 80kmph 1 AREA (American Railroad
• Wheel dia 880mm Engineering Association)
Formula 1.47
• 19m viaduct span 2 Eisenmann's Formula 1.23
3 ORE (Office of Research
• Dynamic Load is considered as Wheel Load * Dynamic Factor and Experiments of the
International Union of
• Deflection under Load: Railways) Formula 1.31
4 Indian Railway Formula,
• The Railpad Modulus and System Modulus is computed from standard practices (MM Aggarwal) 1.37

• Deflection of rail under wheel load is computed from Analytical Method, example shown 5 German Formula
6 Bridge Rule, RDSO
1.21
1.47
in next slide.
• Alternatively FEM Modelling can be done for this stage. Summary of Impact Factor
• Relative Displacement:
• The relative deflection is computed for both types of track at the junction
• Difference between the above is the relative displacement, and this governs the
transition zone design
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Sample Computation : Deflection Check

Single Wheel Case Plinth Track Single Wheel Case Ballasted Track
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 Dimensioning and Provision of Transition
Zone
• Intermediate Zone Requirement:
• The Change in rail deflection is 0.859mm (2.173-1.314 mm,
from previous slide)
• Number of intermediate zones required will be 1, considering
maximum deflection change allowed is 0.5mm.,
• In case the change in rail deflection exceeded 1mm, but less
than 1.5mm, 2 such intermediate zones would have been
provided.
• Length of Intermediate Zone:
• The length of such transition slab, with respect to 80kmph
speed will be (80/3.6)*0.5m = 11.11m or say 12m.
• Total Provision:
• Total length = 1*12m = 12m in this case.
• Width of the transition slab shall be equal to the spread of
ballast bed at minimum.
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 Different types of Transition
• Target:
• The objective is to provide smooth change of deflection in rail over transition
zone.
• This can be achieved by varying the stiffness in the transition zone which
impacts the rail deflection.
• Different approaches can be used in order to achieve the same
• Concrete Slab:
• include a Reinforced concrete slab / PCC Slab under the ballast bed to control
the stiffness
• This becomes fixed asset which needs minimal maintenance in its service life.
• Alternate Option:
• Using different stiffness of elastic pad to achieve the stages in rail deflection
• Using glued ballast or using additional rail to add to rigidity of sleeper to
achieve required deflection range.
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 Concrete Slab Transition System

• Young’s Modulus for concrete

• Equivalent thickness of bound base (considering same System Modulus for both systems) under the ballasted track at
junction :
• h is the thickness of Rigid trackbed,
• E2 and E1 are respectively the Young’s modulus of Concrete for Rigid Track and the material used for Transition Slab
• The Thickness thus found is factored with the ratio of System Modulus of Rigid Track and Flexible Track to get the Actual
Thickness:
• H’ is the equivalent thickness below ballasted track,
• K2 and K1 are respectively the System modulus of for Rigid Track and Ballasted track

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 Concrete Slab Transition –Sample
Calculation
•Project Data:
• Young’s Modulus for concrete is computed as under • Thickness of Plinth Track : 185mm
For Plinth, = 29580 • Grade of Concrete for Plinth: M35
For Transition, = 22360 • Grade of Concrete for Transition Slab: M20
• Equivalent thickness of bound base (considering same System Modulus • System Modulus for Plinth Track: 42.9MPa
for both systems) under the ballasted track at junction of Rigid Track will
be computed from the following equation: • System Modulus for Ballasted Track: 21.9 MPa
= 0.9*185*1.098 = 183mm

• The Thickness thus found is factored with the ratio of System Modulus
of Rigid Track and Flexible Track to get the Actual Thickness
= 358 mm
Hence, the proposed thickness is 358mm, which can be rounded as
350mm (generally rounded to multiplier of 25mm is proposed for
transition slab thickness)

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Alignment Recommendation in Transition Area

• Horizontal Alignment:
• There is no such specific bounding rules for the track,
• However, the stretch needs to be checked for adequacy in stability.
• Vertical Profile:
• The transition zone is needed to specifically take care of proper drainage
• Minimum 0.3% gradient is needed to be provided in the transition zone.
• Point to Remember:
• Drainage has to be properly planned in the transition zone.
• Check for prevention of Mud Pumping Phenomena needs to be ascertained.
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Derailment Risk Mitigation in Transition
Area
• Derailment Risk:
• The transition zone is often at the approach of Elevated / Bridge /
Tunnel Section or near the critical area where embedded track is
provided.
• In such area, the effect of derailment should always be
minimized.
• Mitigation Measure:
• In such area, it is recommended to use either Guard Rail or Crash
Barrier in order to minimize the impact of such derailment.
• Ballastless track area mitigation:
• The sections on Elevated corridor inevitably has the provision for
derailment guard which minimizes impact of derailment.
• In case of Embedded Track the section is provided with grooved
rail, which in turn helps in preventing derailment
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Design of Transition Slab

• The Transition Slab is designed as

• RCC slab to cater for differential settlement.
• Minimum reinforcement as per the governing
code of practice is provided in transition slab.
• With adequate quality of subgrade, the transition
slab can be considered as
• Mass PCC with nominal skin reinforcement to
control thermal crack.
• Reference for such practice: BA 24/87 published
by “The Scottish Office Development
Department” on Early Thermal Cracking of
Concrete.
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Final Words

• To keep the capex of any Rail Based Mass Transit in check

• Maximize the length of At Grade Section
• Use proper mix of track type like Ballasted, Plinth/Slab or Embedded
• Optimize use of transition zone at junction of different section.
• Standard Practices around the world is meant for conventional rail, cannot be an exact fit for the
LRT condition
• The approach described here brings together the following advantages:
• Based on the philosophy of smoothening out the deflection
• Can be adopted universally.
• Follows guidelines of EN and analytical method
• For Deflection, FEM modelling can also be done to optimize the deflection in case more
precision is needed
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