Development of Prefabricated Concrete Slab Track Systems and Trial Installation on

Revenue Line

1
S. Y. Jang, 2H. S. Lee and 2Y. B. Kim, 1E. Kim, 1I. W. Lee, 1Y. S. Kang
Korea Railroad Research Institute, Uiwang, South Korea; Sampyo E&C, Seoul, South Korea

Abstract
Recently the development and application of the slab track is increasing since the slab track is a
strong alternative for the conventional ballasted track to curtail the track maintenance.
Especially, the prefabricated slab track is taking notice because it is easy to install, and ensures
high quality construction. In this study, presented are two designs of prefabricated slab track
systems; one is designed for high-speed and heavy-axle load railway lines (Type A) and the
other is for urban and conventional railway lines (Type B). The development processes – design,
laboratory performance evaluation – of the proposed prefabricated slab track systems are
highlighted and the trial installation of the systems on a revenue line and its results are
presented and discussed herein.

Introduction
Conventional ballasted track requires continuous maintenance for keeping track alignment
within severe tolerance limits for safety and ride comfort, and burdens on operating
organizations become bigger and bigger. Hence, a strong demand for innovation of track
structure has been raised. For one of remarkable alternatives, “slab track” has been proven to
be almost maintenance free elsewhere for several decades [6,7,17], and thus it is expected to
drastically curtail the track maintenance and to provide higher quality with lower LCC.
Cast-in-place concrete slab track, most-widely used type of slab track over the world,
nevertheless, has been pointed out to have some shortcomings; 1) it is not easy to ensure the
quality of concrete slab, 2) due to curing time for concrete, the speed of track installation is often
limited, and 3) in underground or in tunnel section, during concreting, exhaust fumes discharged
from ready-mixed concrete vehicles severely threats the health of workers. Prefabricated slab
track, therefore, is preferable in theses aspects. Then in Germany, China, Italy and Spain as
well as in Japan, the prefabricated slab track has been widely applied.
In this paper, the development processes of new prefabricated concrete slab track systems –
design, performance evaluation in the laboratory and test installation on a revenue line are
highlighted and the results are discussed.

System Outlines
Design requirements and concept of the prefabricated system

Requirements for the prefabricated slab track systems can be summarized as follows: 1)
target track grade (train speed and axle loads), 2) safety, 3) serviceability, 4) installation
efficiency, 5) maintainability, and 6) economical efficiency.
The design of the prefabricated track structure and its components were especially focused to
achieve installation efficiency and maintainability while all the other requirements being
observed.
On the earthwork section, the basic structure of the prefabricated track is almost same with
cast-in-place concrete slab track, except that it requires the intermediate grout layer between
precast concrete slab and the base layer (generally the lean base concrete with the
compressive strength of approx. 15MPa) underneath the slab (Fig. 1).
The installation of the prefabricated slab track is done by positioning slab panels on the base,
assembling rail to the slab by rail fastener, and adjusting the whole slab-rail-fastener
assemblage. After that, grout is poured under the slab and the final adjustment is done. Thus, to
increase the efficiency and speed of installation, required is under-pouring grout that can be
poured quickly and precisely and can gain early age strength and volumetric stability.
When the adjustment of alignment is needed in service, small scale of adjustment can be
done by the rail fastener, and larger scale of adjustment exceeding the adjustment limit of rail
fastener can be done by the additional injection of grout. Also, it is possible to replace the slab
panel itself and thus it is expected to obtain higher maintainability than the cast-in-place
concrete slab track.

Cast-In-Place Concrete Slab Track Prefabricated Slab Track

Cast-in-place concrete
slab
Bi-block sleeper
(Continuously Reinforced
(or mono-block)
Grout
Precast Concrete Slab

Concrete Concrete

Frost Protection

Subgrade

Fig.1: Prefabricated concrete slab track versus cast-in-place concrete slab track

Outline of track structure and its components

In the design, according to the target track grade, two types of prefabricated slab tracks have
been proposed; one is designed for high-speed lines (Type A - design axle load of 250kN, max.
train speed of 350km/h), and the other is for urban and conventional lines (Type B - design axle
load of 180~220kN, max. train speed up to 200km/h).

à Type A prefabricated slab track

The Type A slab is frame-shaped with dimensions of 6.45(L)×2.4m(W)×0.2m(T), and is

designed as pretensioned concrete slab (in which the prestress is introduced in longitudinal
direction only) (Fig. 2). The design strength of the slab concrete is 40MPa.
The intermediate layer between the slab and the base layer is filled with special grout –
cement-asphalt emulsion composite mortar (see Fig. 2), of which the strength is balanced to
10~15MPa similar to that of the base concrete. This cement-asphalt emulsion composite
provides the volumetric stability to the intermediate layer because of relatively high expansion
(1~3%) and its flexural strength is high relative to the compressive strength when compared
with that of the conventional cement mortar.
Any kind of rail fastening system can be allowed as long as the stiffness of the fastening is
within 22.5 ±2.5 kN/mm and the additional adjustment is allowed to the specified value, e.g.,
±10mm laterally and +26, -4mm vertically, and the requirements specified in the European
standards (EN 13146[10] and EN 13481[12]) are met. In the proto-type model, Vossloh System
300 rail fastening is adopted.
The most important features of Type A slab track is to connect slabs each other by fastening
the steel connectors obtruded from inside the slab at the end of slab panel (see Fig. 2). This
makes the slab layers behavior like continuous reinforced concrete slab. This design concept is
similar to that of Bögl prefabricated slab track [24], but the difference is the shape of the slab.
Because the frame-shaped slab is adopted, it is not only light, but also low volume of concrete
and intermediate grout is required. Obviously, it is more attractive in economic efficiency and
easy to handle and install the slab. Also, the longitudinal prestressing further prevents the
transverse cracking which results from contraction of slab due to temperature drop.
Because the prefabricated slabs are connected through the entire length of the track, the
structural design of the Type A prefabricated slab track on earthwork is carried out following the
calculation method for continuously-reinforced concrete slab track proposed by Eisenmann and
Leykauf [16].
 Rail fastener
(ready for any types of rail fastener)

Rail
Slab (PSC)
6.45×2.5×0.2m

HSB
(Lean concrete base)
fck≥15MPa Grout
300mm thick (Cement asphalt mortar)
~ 40mm

Slab connection

Fig. 2: Type A prefabricated slab track and cement-asphalt emulsion composite mortar for
under-pouring grout

à Type B prefabricated slab track

The Type B slab (Fig. 3) is design as the reinforced concrete (RC) with the dimensions of
1.6~3.8m(L)×2.3m(W)×0.165(T). The strength of the slab is designed to be 45MPa, which is
higher than that of the Type A. There are several shear pockets in slab, which provides the
additional transversal resistance by embracing steel shear connectors embedded on the base
concrete in each shear pocket(see Fig. 4). Due to this simplified structure and lighter slab, the
slab can be installed in a relatively simple manner.
The intermediate layer between the slab and the base is filled with the conventional non-
shrinkage cement mortar, of which the strength is balanced to that of the slab, i.e., 45MPa.

Rail fastener
(ready for any types
of rail fastener)
Slab (RC)
1.85~3.8×2.3×0.165m LOAD CASE = 1

Rail Loadcase 1
RESULTS FILE =
STRESS
1

CONTOURS OF SX

-0.0121094
-0.0110086
-9.90773E-3
-8.80687E-3
-7.70601E-3
-6.60515E-3
-5.50429E-3
-4.40343E-3
-3.30258E-3
-2.20172E-3
-1.10086E-3
0
1.10086E-3
2.20172E-3
3.30258E-3
4.40343E-3

Max 0.4437E-02 at Node 4341

Mi n -0.1318E-01 at Node 11201

HSB
(Lean concrete base)
fck≥15MPa Grout
300mm thick (non-shrinkage
Shear key cement mortar)
~ 30mm

Z
Y X

Fig. 3: Type B prefabricated slab track

Shoulder

Clip Anchor bolt

Eccentric
washer

Base plate Adjusting

shim
Microcellular PUR pad

Fig. 4: Rail fastening system for Type B slab track

 For the rail fastening, any kind of rail fastening system can be allowed, same with the Type A,
as long as the requirements for the vertical stiffness (around 20kN/mm) and the adjustment and
others specified in EN 13146[10] and EN 13481[12] are met. In the proto-type model, installed
is a new rail fastening system developed by KRRI and SAMPYO which is unique in fastening
the rail clip outwards from the side of rail (Fig. 4) to increase safety by preventing the fly out of
the unfastened clip, and allows the pre-assembling and the adjustment of alignment up to
±13mm laterally and +26mm/-4mm vertically.
The Type B slab track is originally designed for the urban railway, and hence this structure is
more appropriate in the tunnel and viaduct sections. On earthwork section, since the Type B
slab is discontinuous, unlike the Type A, it is required to check if the thickness and the strength
of the concrete base are enough at each slab joint.

Laboratory Test for Performance Evaluation

In the laboratory, the performance test for the slab track system and its components have
been carried out. As the prefabricated track systems very similar to the Type A track had been
already proved in operation in Germany [9], only tests for the slab panel and grouting material
have been performed. However, for the Type B slab track, the mock-up fatigue test for the
whole system assembly, the horizontal shear resistance test and tests for slab panel, grouting
material and the fastening system have been carried out. The test methods are basically in
accordance with European Standards and other national standards [13,18-23].
In the performance test of the Type A slab panel, to verify the lateral reinforcement design of
the end part of the frame-shaped slab, the flexural test with a concentrated load on the rail seat
and center section of the end part has been implemented. According to the test results, no
visible cracks were observed up to 18.6kN·m at rail seat section and 15.7kN·m at center section
which are the required flexural strength specified in KRS TR 0008-06 [18].
For the Type B slab, the flexural test according to EN 13230-1~3 has been carried out. The
results shows that no remarkable cracks did not appear up to the design flexural moment Md
(19.6kN m longitudinal direction and 9.6kN m in lateral direction), and the crack widths did not
exceed 0.05mm up to at least 3.9×Md under static loads and 5.5×Md under dynamic loads.
Also, the moment at fracture was recorded much higher.

14 4

12 3-10-A04
3.5

10 3hr
Expansion (%)

3
S tren gth (M P a )

8
3-10-A04 (Comp.) - Standard curing
3-10-A04 (Comp.) - 45°C curing
1day
6 3-10-A04 (Flex.) - Standard curing 2.5
3-10-A04 (Flex.) - 45°C curing

4
2
2

1.5
0
0 3 6 9 12 15 18 21 24 27 30
0 5 10 15 20 25 30
Age(days)
Age (days)

110
Relative elastic m oduli of elasticity (MPa)

100

90 1-10-A16 Content of CSA admix. for

increasing expansion (10=10%,
80 Type of cement 15=15% by binder weight)
3-10-A16 (ASTM) Asphalt emulsion-binder ratio
3-10-A04 (1=Type I, 3=Type 3) (16=1.6, 12=1.2, 08=0.8, 04=0.4)
70

60
0 50 100 150 200 250 300
Freezing-tahwing cycles

Fig. 5: Some test results of under-pouring grouts

 The test results of the under-pouring grouts, cement-asphalt emulsion composite mortar and
non-shrinkage cement mortar, exhibit that both grouting materials have enough strength and
flowability to fill the intermediate layer. The cement-asphalt emulsion composite mortar has
lower strength (10~15MPa) than the non-shrinkage cement mortar (over 45MPa), but higher
flexural strength relative to the compressive strength (Fig. 5).
The fastening system used in the Type B proto-type model has been tested to evaluate the
performance according to EN 13481-5 and EN 13146-1~7 and the results show that the
performance of the fastening system is appropriate for application in practice [8,25].
In the mock-up fatigue test (Fig. 6), during 3 million cycles of 1.2 times design loads (1.2
×110=132kN) at 5Hz, no visible damage, no rapid crack propagation, neither rapid increase of
settlement nor any abnormality were observed (Fig. 7).
To verify the shear resistance between the slab and the base, the horizontal shear test for
several 0.6m(L)×0.6m(w)×0.2m(T) test specimens with shear pockets and with or without
shear connectors has been done(Fig. 8). The test results in Fig. 9 show that the shear
resistance of the Type B slab track is higher than the design horizontal loads (40kN/m/track
/2.3m=17.4kN/m2) even when shear connectors are not installed. Hence the shear pocket and
connectors can provide the additional shear resistance to the system.
In sum, the proposed prefabricated slab track systems are said to be proven in the laboratory
performance test.

Soil box slab Grout

Concrete base
Anchor
P2 P1
0.3m
Frost protection layer Earth pressure

3m

Subgrade

6m

Fig. 6: Schematic of set-up for mock-up fatigue test

0.0E+00 1.0E+06 2.0E+06 3.0E+06 0.0E+00 1.0E+06 2.0E+06 3.0E+06

0 0
Slab vertical displ. (mm)
Rail vertical displ.(mm)

-1 -0.5

-2 -1

-3 -1.5

-2 Max. Min.
-4 Max. Min.

-5 -2.5
Cy cles Cy cles

0.0E+00 1.0E+06 2.0E+06 3.0E+06 0.0E+00 1.0E+06 2.0E+06 3.0E+06

-2 -40
Pressure on FPL (kPa)

-1.5
Slab stress (MPa)

-30

-1
-20
-0.5 Min. Max.

-10
0
Max. Min.
0.5 0
Cy cles Cy cles

Fig. 7: Typical test results of fatigue test of Type B slab track

 Q
Shear pocket 600×600×200m

Grout layer P

Anchor
(post-installed, single) 600×600×200m

Fig. 8: Horizontal shear resistance test

400
400 Cement-asphalt emulsion composite mortar
Cement mortar

Lateral load per unit area (kN/m )

350

2
350
Lateral load per unit area (KN/m )
2

300
300
250
250
200
200
150
150
with steel connector
with steel connector
100
100
50
50
without steel connector without steel connector
0
0
0 20 40 60 80 100 120
0 20 40 60 80 100 120
Relative displacement (mm) Relative displacement (mm)

Fig. 9: typical results of horizontal shear resistance test

Field Installation and Performance Evaluation Test on a Revenue Line

283m long test track (123m Type A, 117m Type B and 43m transition) has been installed on
in the mid of Seodo and Sansung of Jeolla line (Fig. 10), which is a revenue line and the
maximum speed is 150km/h and the maximum axle load is 220kN. Since the existing ballasted
track in the side of the new track was already in operation, the retaining wall between tracks
has been set up to prevent from disintegration of existing ballasted track due to close installation.
Also, the geo-grid reinforcement has been installed in the frost protection layer to improve the
support conditions suitable for slab track, and careful investigations on all installation processes
have been done [14,25]. Since this test installation is small-scale, high-level mechanization can
not be applied, and thus the construction efficiency is not high enough, especially in placing the
base concrete, positioning of slab and grouting, but this can be further improved by applying
installation equipments such as slip-form paver, lifting unit to handle and transport the slab,
grouting machine.
Fig. 11 provides an estimate of the construction time needed for 1-km installation of the
prefabricated slab track, compared with those of conventional ballasted track and cast-in-place
concrete slab track. In the figure, we can found that the prefabricated slab track can cut down
the construction time and the labor expenses.

Seodo(Jeonju)
Sansung(Namwon)
Transition to
ballasted track Transition Type B prefab slab Slab track
Type A prefab
track (LVT)
slab track

L=123.525m L=116.9m
L=5.9m

End (STA. 71km980) Inhwa 2 tunnel

Start (STA. 71km697)

Fig. 10: Schematic of test track on Jeolla line

 After installation, the investigation of the track alignment and the performance tests and have
been carried out. Fig. 12-13 shows some examples of the measured data on test track. It can be
shown that the track irregularity gross for 1 year after installation is negligible (see Fig. 12), and
wheel loads and displacements under train load of the track are within the design values (Fig.
13). Also, during 1 year monitoring period, no abnormal change of the response of the track
were found.

100%
Fininsh Finish
Finish
90% Rail installation
Curing(grout) Curing(track slab)
80%
Adjustment/ Placing(track slab)
Tamping Placing
70% (grout)
Work process [%]

60% Preparation Formw ork

of grout
50% Positioning Adjustment
slab panel
Raising sleeper C-I-P slab track
Assembling
40% Ballasted track
rail and sleeper
Placing ballast Transport of Prefab slab track
30% slab panelTransport of sleeper
Assembling
rail and sleeper Transport of rail
20%
Curing(base)
Placing(base
10% concrete) Transport of sleeper
Transport of rail
Survey
0%
0 10 20 30 40 50 60 70 80 90
Time [days]

Fig. 11: Construction time needed for 1-km installation

10

prefab slab track transition ballasted track

Vertical alignment deviation

5
(10m chord)(mm)

-5
2006-11-17 2007-02-14 2007-04-17
2007-08-01 2007-08-17(after tamping)
-10
0 100 200 300 400 500 600 700
Distance (from Inhwa 2 tunnel) (m)

10
Horizontal aignment deviation

prefab slab track transition ballasted track

5
(10m chord)(mm)

-5
2006-11-17 2007-02-14 2007-04-17
2007-08-01 2007-08-17(after tamping)
-10
0 100 200 300 400 500 600 700
Distance (from Inhwa 2 tunnel) (m)

Fig. 12: Measured track alignment

Time (sec)
Time (sec)
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
20 1

0
0.5
-20
Vertical rail deflection (mm)

0
Vertical wheel load (kN)

-40

-60 -0.5

-80
-1
-100

point 1 -1.5 point 1

-120 point 2
point 2

-140 -2

Fig. 13: Typical results of measured data during train passage

Conclusions
In this study, new prefabricated slab track systems have been developed, and the process
and results of the laboratory performance test and test installation on e revenue line are
presented and discussed. According to the test results in the laboratory and in the field, the
proposed systems have been proven to be suitable for application. Also, the construction
methods are verified by the test installation. If the verification of long-term performance and
further improvement of the system components and installation schemes will be done, it is
expected that the proposed systems can be widely applied to the revenue lines in near future.

Acknowledgements
The authors acknowledge the financial support of R&D Projects funded by Korea Ministry of
Construction and Transport (MOCT): “Technology Development for Stabilization of High-Speed
Railway Technology” and “Technology Development for Standardization of Urban Railway.”

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