Design of Ballastless Track Structures using sleeper panels fixed on concrete or asphalt

pavements
G. Leykauf; B. Lechner - Technische Universitt Mnchen

1. Introduction

The construction of ballastless tracks for high speed lines has been increased during the last decade.
Different kind of track systems have been developed, tested and are now in use for German high speed
links.
Targets of ballastless track structures are all lumped together the prevention of plastic deformations to
avoid changes within track geometry and the guarantee of a riding comfort at continuous and high
level based on continuous and constant resilient track-properties. Therefore a sufficient load
distribution by the ballastless track to reduce the pressure on unbound layers and the subgrade
respectively is required first.
According to the main principles of design all these ballastless track systems can be divided into three
main-groups:

I. Single rail supports directly fixed on a continuously reinforced concrete pavement (CRCP).

II. Prefabricated, prestressed slabs or frames connected to a treated base using sealant mortars
(in Japan since 1972 ; Dachau-Karlsfeld 1977)

III/1. Sleeper panels connected to an asphalt pavement (AC).

III/2. Sleeper panels connected to a continuously reinforced concrete structure (CRCP).

The connection can be done in a monolithic way (Rheda, 1972) or using the treated base course
as a support layer.

2. Sleeper panels fixed on pavements

2.1 Concept
The idea to support sleepers directly by a treated base layer is first of all a combination of sleepers
being parts proven in the field of conventional, ballasted tracks and constructions derived from road
construction technologies. The experiences and quality level reclaimed form these techniques can be
utilised.
Prefabricated sleepers guarantee the exact gauge and the correct rail-cant. Dependent on the design of
the fixation sleepers can be replaced in case of damage e.g. after derailment.
Paving of cement or bituminous treated base layers with plain surface and therefore a quite simple
shape of cross-section is based on technologies proven in the field of road construction. Slip-form
pavers and asphalt-pavers are used for both ballastless track and road pavements. But it must be taken
into account, that the requirements of ballastless tracks construction to the paving technology are in
respect to some design parameters much higher and sharper, respectively. E.g. the maximum cant (for
German tracks u max = 180 mm equivalent to cross-fall of about 12,5 % in comparison with a maximum
cross-fall of 8 % for roads) and the higher design speed (now up to 330 km/h) have to be converted
into continuously high quality at the construction site.
Especially the combination of track-parts prefabricated in plant (e.g. sleepers) and elements of crosssection laid in place (here: treated layers) or the connection of bottom up and top down constructions,
respectively must be handled with care.
Differences within absolute altitude of the pavement and the height of sleeper, respectively,
discrepancies within longitudinal or transversal evenness or roughness of treated layer and contact area
of the sleeper, respectively will cause deviation from the given altitude and an uneven support of the
sleepers.
Because of the unavoidable tolerances in construction quality an plastic medium (e.g. 5 mm geotextil)
between sleeper and treated pavement should be used to reach sufficient compensation.

Example: ATD-System near Nantenbach.

2.2 Loading
A ballastless track structure has to handle different kind of acting forces caused by traffic and/or
environmental conditions.

2.2.1 Vertical, downward loading

Due to the good load distribution by rail and by using sleepers with large contact areas (minimum
length 2,40 m) towards the pavement with a width of 3,0m to 3,2 m a sufficient load distribution
according to the transversal direction can be achieved. To guarantee that no negative bending moments
are activated in the sleeper centre this area of the sleeper has to be free of vertical contact.
In this case the slab-thickness can be designed using Zimmermanns theory modelling an infinite beam
which is supported in a continuously and resilient way. Neglecting the elasticity of the pavement itself
the rail seat loads caused by the train or loading scheme, respectively (in Germany UIC 71) can be
calculated. Additionally these static rail seat loads have to be increased to consider centrifugal forces
and dynamic effects.
Usually the contact pressure between sleeper and pavement (dynamic rail seat load [N] divided by the
contact area [mm_]) will be lower than 0,3 N/mm_, which is again much lower than the contact
pressure between truck-wheel and pavement of about 0,7 N/mm_.

2.2.1 Vertical, upward loading

The bending behaviour of the rail activates negative rail seat loads as shown by Zimmermanns theory.
These rail seat loads acting in negative direction are small but cant be neutralised usually by the
sleeper weight. Due to the absence of a rigid vertical fixation of the sleeper (in case of asphalt
pavements) these forces will cause a low pumping effect between sleeper and pavement.
To avoid damages within the contact area by dynamic loading and to reduce the effects of pumping in
case of water or moisture, respectively an interlayer which allows small elastic/plastic deformations
can be used. For e.g. geo-textiles with a thickness of 5 mm fixed to the sleeper contact area at sleeper
plant.

Example: Rail seat loading in case of an ICE 1 bogie according to Zimmermannss theory. Dynamic
loading is considered.

2.2.3 Horizontal loading

Centripetal forces are activated guiding the train along curves and have to be transferred to the subsystem as well as longitudinal forces by braking or accelerating the train.
Horizontal forces caused by changes of temperature (climate conditions or use of eddy current brake)
within the continuously welded rails have to be controlled to avoid track buckling by including a
sufficient range of safety.
Different kind of solutions for ballastless tracks on asphalt or concrete pavements to control the
horizontal forces have been developed:
Rigid pavements:
- Vertical steel anchor bars with diameter

31 mm for each third sleeper

60,0

52,8
49,0
42,7
40,0

33,7

32,1

17,6

20,0

[kN]

23,4

12,5
10,3
4,7
0,1

0,0

-0,1
-1,8 -2,0 -0,9

-0,4 -1,3
-0,4
-2,3

0,1

0,1
0,0

-20,0
-8450

-7800

-7150

-6500

-5850

-5200

-4550

-3900

-3250

-2600

-1950

-1300

-650

650

1300

1950

2600

3250

3900

4550

5200

Distance to 1st axle [mm]

Rail Seat Loading

Flexible pavements:
- Stone-Dovels each third sleeper embedded within longitudinal excavations of the asphalt
pavement and connected to the sleeper by elastic stripes
(GETRAC System);
- Angled iron plates at the bottom of the sleeper embedded in the pavement by resilient
sealants
(SATO System);
- Transversal bases in track axis situated between the blocks of two-block-sleepers
(Contact by an elastic mortar).

3. Structural Design
Both asphalt and concrete pavements are usually rested on a cement treated base in a thickness of
30 cm (CTB) on top of the granular blanket layer. Alternatively for asphalt pavements a bituminous
base has been used, too.

3.1.Concrete pavement
Continuously reinforced concrete pavements (CRCP) are able to match the behaviour of the rail and
the pavement in longitudinal direction. Using longitudinal reinforcement with diameter of 20mm
located in the neutral axis of the cross-section of the concrete pavement the crack spacing will be
between 1m and 2m. The maximum crack width will be lower than 0,5 mm and a sufficient vertical
load transfer at the crack will be reached. According to these requirements the amount of
reinforcement will be about 0,8 to 0,9 % of the total cross-section

3.2. Asphalt pavements

In addition to the bearing capacity for asphalt pavements the occurrence of deformations caused by the
time and temperature dependent visco-elastic behaviour of asphalt must be taken into consideration.
The response of the asphalt pavement under dynamic loading within a temperature level below about
20C inside the cross-section is nearly an elastic one. Therefore the tensile stresses caused by bending
of the slab are decisive (Modulus of elasticity E= 5000 N/mm_ up to 10.000 N/mm_).
Temperature conditions within the asphalt pavement higher than 20C will increase the amount of
plastic deformations at the load contact area. These deformations must be limited due to the accuracy
of the vertical alignment and a sufficient surface drainage. The resistance against plastic deformations
can be increased e.g. by the usage of crushed sand for asphalt mixtures. On the other hand the
maximum values of temperature at the surface of the asphalt pavement can be decreased and
harmonised if the surface is covered with an absorption layer which is sometimes required for the
reduction of noise emission, too.
The plastic deformation at the sleeper contact area arises from local adaptation and global precompaction effects first. Afterwards material movements under constant volume conditions are
decisive and the increase of plastic deformation versus the load cycles can be described using a kind of
square root formula. Plastic deformations increase in case of higher contact pressures, such as are
activated at rail supports, which are higher than the required height.

Example: ATD-Nantenbach; Surface profile measurement - Longitudinal direction.

Advantages of plastic deformations:
- Harmonisation of uneven bearing conditions and uneven rail seat loading, respectively
- Increase of resistance against horizontal movements (longitudinal and transversal)
Disadvantages can be seen in:
- Small changes in track geometry which is a contradiction in ballastless track philosophy
- Puddles or moisture respectively at the interface between sleeper and pavement

The influence of water towards erosion-effects and the influence of additional freezing and thawing
cycles against potential vertical displacements of the sleeper caused by frost heave has been
investigated in the laboratory.
After producing a plastic deformation of about 5 mm beneath the sleeper-block water has been applied
to the surface and the sleeper has been loaded by cyclic loading according to the conditions in situ.
About 5% of maximum positive rail seat loading has been applied acting as negative lift-up forces.
Therefore the pumping effect between sleeper and contact area of the pavement has been visualised
easily by water movement.
Water movements have been observed in a more concentrate way in case of a plain interface (without
geotextil) between sleeper and pavement and a very uniform way in case of a geotextil-coated sleeper
bottom. After testing only a very few cracked stones has been observed on the plain surface.
No frost heave displacements occurred for both cases.

4. Conclusion
More than 300 km of slab track are in use for German high speed links, of which about 80 km are
designed as sleeper panel systems rested on an asphalt pavement and additionally about 50 km are
systems supported by a continuously reinforced concrete pavement. To guarantee sufficient load
distribution and long term performance two requirements have to be combined:
- Sufficient structural design in thickness and cross-section and usage of proven technologies.
Hereby the fixation of the sleeper panel is an important detail, which must be able to prevent
track buckling.
- The accuracy and quality reached at the construction site especially concerning the contact area
between sleeper and pavement. An elastic/plastic interlayer between is required.

Literature:
/1/ Eisenmann, J; Leykauf G.: Feste Fahrbahn fr Schienenbahnen; Betonkalender 2000
/2/ Leykauf, G.; Freudenstein, S.: Structural design of a ballastless railroad structure
/3/ Leykauf, G.; Mattner, L: Feste Fahrbahn mit Asphalttragschicht, EI - Eisenbahningenieur 49
(1998); S. 37 - 42