NA 001-03-15 N 357

Oktober 2010

zur Verabschiedung als englische Norm per Voting booth bis 22. Nov. 2010

Date: 2010-10-27

DIN 45673-7
Together with DIN 45673-1:2010-08, DIN 45673-5:2010-08, DIN 45673-6:2010-08 and DIN 45673-8:2010-08
supersedes
DIN 45673-1:2000-05

Mechanical vibration — Resilient elements used in railway tracks — Part 7:

Laboratory test procedures for resilient elements of floating slab track systems
Mechanische Schwingungen — Elastische Elemente des Oberbaus von Schienenfahrwegen — Teil 7: Labor-
Prüfverfahren für elastische Elemente von Masse-Feder-Systemen

Vibrations mécaniques — Éléments élastiques des voies ferrées — Partie 7: Méthodes en laboratoire pour
essayer les éléments élastiques des systèmes masse-ressort

Normenausschuss Akustik, Lärmminderung und Schwingungstechnik (NALS) im DIN und VDI

Dokument-Typ: Norm
Dokument-Untertyp:
Dokumentstufe: Pub
Dokumentsprache: E

D:\Eigene Dateien\Texte\Normen\in Arbeit\45673\7\N357 DIN_45673-7_E.doc STD Version 2.2

DIN 45673-7:2010-08(E)

Contents

Page

Foreword......................................................................................................................................................... 3
1 Scope ................................................................................................................................................. 4
2 Normative references ....................................................................................................................... 4
3 Overview and general principles..................................................................................................... 4
4 Discrete supports for floating slab track systems ........................................................................ 5
4.1 Vertical static stiffness..................................................................................................................... 5
4.2 Horizontal static stiffness ................................................................................................................ 8
4.3 Vertical dynamic stiffness kdyn(f)...................................................................................................... 9
4.4 Loss factor η.................................................................................................................................... 10
5 Continuous resilient support mats for floating slab track systems.......................................... 11
5.1 Vertical static bedding modulus ................................................................................................... 11
5.2 Horizontal static bedding modulus Cstat,h...................................................................................... 13
5.3 Vertical dynamic bedding modulus Cdyn(f) ................................................................................... 13
5.4 Loss factor η.................................................................................................................................... 14
6 Strip mats for floating slab track systems ................................................................................... 14
7 Fitness for purpose ........................................................................................................................ 14
7.1 Summary.......................................................................................................................................... 14
7.2 Mechanical fatigue strength .......................................................................................................... 14
7.3 Shear stability (shear creep).......................................................................................................... 15
7.4 Material identification testing ........................................................................................................ 16
7.5 Material and component testing.................................................................................................... 16
8 Quality monitoring, quality assurance ......................................................................................... 19
Annex A (informative) Example of floating slab track systems .............................................................. 20
Bibliography ................................................................................................................................................. 22

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 DIN 45673-7:2010-08(E)

Foreword

This standard was prepared by the task force NA 001-03-15 AA (NALS/VDI C 15) “Schwingungsminderung in
der Umgebung von Verkehrswegen” (“Reducing vibrations in the vicinity of traffic routes”) within the Standards
Committee “Akustik, Lärmminderung und Schwingungstechnik (NALS)” (“Acoustics, Noise Mitigation and
Vibration Engineering”).

It arose from the need to determine in the laboratory the parameters used to describe the static and dynamic
properties of resilient elements of floating slab track systems and to assess their fitness for purpose with
particular regard to their subsequent installation conditions. The aim is to facilitate the comparison of different
products and to enable the dimensioning of a floating slab track system. However, as a floating slab track
system is always an individual engineering solution for a particular application, it is not possible to specify
generally applicable load ranges for the resilient elements.

DIN 45673 consists of the following parts, under the general title Mechanical vibration — Resilient elements
used in railway tracks:

⎯ Part 1: Terms and definitions, classification, test procedures

⎯ Part 2: Determination of static and dynamic characteristics in the track under operation

⎯ Part 3: Experimental evaluation of insertion loss from artificial excitation of mounted track systems (in a
test rig and in situ)

⎯ Part 4: Analytical evaluation of insertion loss of mounted track systems

⎯ Part 5: Laboratory test procedures for under-ballast mats

⎯ Part 6: Laboratory test procedures for under-sleeper pads of concrete sleepers

⎯ Part 7: Laboratory test procedures for resilient elements of floating slab track systems

⎯ Part 8: Laboratory test procedures for continuous elastic rail supports

⎯ Part 9: Laboratory test procedures for resilient elements of rail fastening systems and for discrete rail
supports 1)

Amendments

The DIN 45673-1:2000-05 standard was amended as follows:

a) Test parameters and their values have been extended and now take better account of conditions in
practice;

b) key loads have been explained in more detail and information about factors affecting the static and
dynamic parameters has been provided;

c) information on fitness for purpose and details concerning quality assurance have been included.

Previous edition

DIN 45673-1: 2000-05

1) Under preparation as a supplement to DIN EN 13146-9 which already contains a number of specifications on the
determination of stiffness in rail fastening systems.

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1 Scope

This standard specifies laboratory test procedures for determining the parameters used to describe the static
and dynamic properties of resilient elements of floating slab track systems. The standard covers not only
those parameters related to the effectiveness of a track structure in mitigating vibrations, that is, to reducing
the emission of vibrations and structure-borne noise, but also the parameters that are needed for the static
analysis and for the verification of track safety. However, as a floating slab track system is always an
individual engineering solution for a particular application, it is not possible to specify generally applicable load
ranges for the resilient elements.

In addition to specifying the basic testing of relevant properties of the resilient elements used in floating slab
track systems, this standard also sets out procedures for testing fitness for purpose and provides information
on quality monitoring as part of quality assurance procedures. However, this standard does not contain
requirements pertaining to the properties of floating slab track systems and their resilient elements.

2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.

DIN 45673-1, Mechanical vibration — Resilient elements used in railway tracks — Part 1: Terms and
definitions, classification, test procedures

DIN 53504, Prüfung von Kautschuk und Elastomeren — Bestimmung von Reißfestigkeit, Zugfestigkeit,
Reißdehnung und Spannungswerten im Zugversuch (Testing of rubber — Determination of tensile strength at
break, tensile stress at yield, elongation at break and stress values in a tensile test) in German only

DIN 53508, Testing of rubber — Accelerated ageing

(DIN) EN 13906-1, Cylindrical helical springs made from round wire and bar — Calculation and design —
Part 1: Compression springs

(DIN EN) ISO 1798, Flexible cellular polymeric materials — Determination of tensile strength and elongation
at break

(DIN EN) ISO 1856, Flexible cellular polymeric materials — Determination of compression set

(DIN EN) ISO 10846-2, Acoustics and vibration — Laboratory measurement of vibro-acoustic transfer
properties of resilient elements — Part 2: Direct method for determination of the dynamic stiffness of resilient
supports for translatory motion

(DIN) ISO 815, Rubber, vulcanized or thermoplastic — Determination of compression set

3 Overview and general principles

Refer to DIN 45673-1 for definitions, symbols, test rig requirements, measurement system requirements,
documentation requirements and classification of test procedures.

The dimensioning of a floating slab track system involves not only structural analysis, but also the
determination of the system’s deformation behaviour (verification of track safety) and its tuning frequency.
Floating slab track systems can achieve a significant reduction in vibrations and structure-borne noise
emissions at excitation frequencies above 2 times the tuning frequency.

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NOTE 1 The tuning frequency of a floating slab track system is the system’s lowest natural vertical frequency in the
absence of vehicles. The tuning frequency can be measured and can indicate the presence of structural defects.

Floating slab track systems in the form of track base plates (see Figures A.1, A.3 and A.4) and track troughs
(see Figure A.2) are individual solutions in which there is considerable variation in the engineering design and
the types of resilient elements used. It is therefore not possible to provide generally applicable load ranges for
dimensioning the resilient elements used in floating slab track systems.

The preferred types of resilient elements are:

⎯ discrete supports (steel springs or elastomeric pads),

⎯ strip mats,

⎯ continuous elastomeric mats.

Horizontal forces (e.g. centrifugal force, gravitational force acting parallel to cant) that arise during the
passage of a train over a section of floating slab track are generally dissipated as shear forces in the supports.
These forces are particularly large in discrete supports and strip mats compared with continuous mats. Tests
designed to determine the horizontal static stiffnesses or the horizontal static bedding moduli shall be carried
out in both horizontal directions.

In this part of DIN 45763, the determination of the static and dynamic parameters of a floating slab track
system is restricted to the resilient element. The parameters are determined using the test loads calculated
during the dimensioning of the floating slab track system.

The test loads shall be determined on the basis of the dynamic and track engineering requirements of the
floating slab track system. Relevant parameters are the vehicles’ axle loads and wheelbase dimensions,
vehicle speeds, track layout parameters such as the longitudinal inclinations and uncompensated centrifugal
forces, and the structural design of the track system with respect to its ability to distribute loads. A clear
distinction shall be made in this regard between the real in-service loads (fitness for purpose) relating to the
dynamic configuration of the floating slab track system and the design loads used for the verification of track
safety.

NOTE 2 With respect to the non-linear elastic properties of the support elements, the goal is to base the vibration
engineering design of the system on a reference vehicle, such as an ICE 3, which actually runs on the line, rather than
using a theoretical load model, such as LM 71 as defined in Technical Report DIN-Fachbericht 101. However, the
verification of track safety (deformations, stresses in the rails and base plate, supports, etc.) is carried out on the basis of
the load model.

To guarantee the long-term functionality of the resilient elements and thus the effectiveness of the floating
slab track system, the resilient elements shall be subjected to defined fitness-for-purpose tests. Irrespective of
the type of resilient elements used, floating slab track systems should be designed so that no water
accumulates at the level at which the elements are located; see 7.5.2 for details.

4 Discrete supports for floating slab track systems

4.1 Vertical static stiffness

4.1.1 Stiffness kstat,z

4.1.1.1 General

The vertical static stiffness kstat,z determines the degree of compression of the floating slab track system under
a live load. The vertical stiffness therefore influences the movement of the track base plate or the track trough
during the passage of a train.

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NOTE As the measurement of the static stiffness kstat is carried out repeatedly at the loading and unloading rate
specified in 4.1.1.2 without any recovery phase, the measured quantity is actually a quasistatic quantity. However, the
designation kstat and the manner in which the test is carried out ensure that comparisons can be made with existing
product descriptions and earlier test procedures.

Once kstat,z has been determined and a full recovery phase has been completed, a further load is applied that
yields the at-rest value kstat 0,z of the vertical static stiffness (see 4.1.2). This at-rest value is used to estimate
the static deflection under a dead load (e.g. a reference vehicle of known load).

4.1.1.2 Test parameters

⎯ Dimensions of test object: Dimensions of discrete supports in their ready-to-install state

⎯ Number of test objects: Three

⎯ Conditioning: Test object shall be dry at the test temperature for at least 16 h prior to the start of the test

⎯ Test temperature: (23 ± 3) °C. If the resilient elements are to be used outdoors, their stiffness shall also
be determined by suitable means at a series of temperatures below 0 °C that are to be specified.

⎯ Manner of load application: Load applied vertically between two flat loading plates each with a sanding
disc (K120 grit on a rigid linen backing cloth) inserted between the loading plate and the test object.

⎯ Test loads: It is not possible to provide generally applicable loads for testing discrete supports; the test
loads are determined from the dimensioning of the floating slab track system. The following loads shall be
used for the laboratory tests:

F0 (minimum load): Dead load of the track base plate or the track trough including rails, rail fastenings
and, if applicable, ballast

F1 (service load): Minimum load F0 plus the product of the dynamic coefficient (vibration coefficient)Φ and
the applicable vertical live load PV on curved track, the vertical force component FFv of
the centrifugal load shall also be taken into account. FFv has a value of about 0,2 PV for
suburban rapid transit and main-line rail systems, but this value can be significantly
higher for low-floor vehicles.

F2 (evaluation load): Minimum load F0 plus the product of the dynamic coefficient Φ and the applicable
vertical live load PVB exerted by the reference vehicle, or plus the product of the
dynamic coefficient Φ and the load model used for the verification of track safety

F3 (maximum load): 1,35 F0 plus 1,5 times the product of the dynamic coefficient Φ and the applicable
vertical live load PVB exerted by the reference vehicle, or plus 1,45 times the product of
the dynamic coefficient Φ and the load model used for the verification of track safety

NOTE 1 The dynamic coefficient Φ incorporates the additional dynamic effects associated with the passage of
the vehicle. Currently, a dynamic coefficient of Φ = 1,3 is used for running speeds up to 200 km/h.

NOTE 2 The applicable vertical live load PV is determined either by the axle loads of the vehicles used for regular
scheduled services or by the agreed line classification. For suburban rapid transit and main-line rail systems (and for
some underground railways), the live load PV assumed in mechanical fatigue strength testing (see 7.2) is based on
the train types in Technical Report DIN-Fachbericht 101:2009-03, Annex F “Fatigue calculations”.

NOTE 3 In the case of tramways, urban light rail systems and underground railways, the live load PVB of the
reference vehicle is assumed to be the most unfavourable loading scenario generated by the regular scheduled
services or by any special-purpose vehicles. For suburban rapid transit systems and main-line railways, the load
model LM 71 as defined in DIN-Fachbericht 101 is generally assumed for verifications of track safety.

NOTE 4 The factor of 1,5 is the partial safety factor in DIN 1055-100; the factor of 1,45 is the partial safety factor
in DIN-Fachbericht 101. The partial safety factor refers to the loads applied and not to the type of structural
supporting structure to be calculated.

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⎯ Loading and unloading rate: Continuous, 2 kN/s

⎯ Number of load cycles: Three.

4.1.1.3 Test implementation and evaluation

Three load cycles shall be applied with no rest period between cycles. Each load cycle shall consist of
applying the following load sequence to the initially completely unloaded test object: 1 kN, F0, F1, F2 and the
maximum load F3 followed by complete unloading. The third load cycle shall be recorded. On the basis of the
measured deflections s, the vertical static stiffness kstat,z shall be calculated as the secant stiffness using the
following equations (see DIN 45673-1:2010-08, Figures 3 and B.1 for an example of determining a secant
stiffness):

F1 − F0
kstat,z1 = (1)
s1 − s 0

F2 − 1 kN
kstat,z2 = (2)
s 2 − s1 kN

F2 − F0
kstat,z3 = (3)
s 2 − s0

NOTE Generally, kstat,z1 is required for the calculation of deformation, kstat,z2 for the static analysis and kstat,z3 for the
analysis of the bending deformation of the track base plate.

The arithmetic mean shall be calculated for each of these three stiffness values from the individual values for
the three test objects. The individual values shall also be reported.

4.1.2 At-rest value of the vertical static stiffness kstat 0,z

While each test object is still clamped in place and after allowing it to recover for a period of 5 min in its
unloaded state, the test object shall be subjected to further loading as follows:

Step 1: Apply load of 1 kN; maintain load for a duration of 1 min; record value of s1 kN

Step 2: Increase load at a rate of 2 kN/s to F0; apply load for a duration of 10 min; record value of s0

Step 3: Increase load at a rate of 2 kN/s to F1; apply load for a duration of 10 min; record value of s1

The at-rest stiffness parameters are then calculated as follows:

F0 − 1 kN
kstat 0,z0 = (4)
s 0 − s1 kN

F1 − F0
kstat 0,z1 = (5)
s1 − s 0

The final result shall be recorded as the mean average of the results from the three test objects.

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DIN 45673-7:2010-08(E)

4.2 Horizontal static stiffness

4.2.1 Stiffness kstat,h

4.2.1.1 General

The horizontal static stiffness of the discrete supports influences the movement of the track base plate or the
track trough in the horizontal directions both with and without the live load. The positional stability of the
discrete supports in the structure shall be verified for the particular construction project (e.g. sufficient friction
at the contact surfaces or adequate form closure).

4.2.1.2 Test parameters

As in 4.1.1.2 but with the following modifications:

⎯ Manner of load application: horizontal; the abrasive cloth shall be adhesively bonded to the loading plates
or load distribution plates to prevent slippage. In the case of anisotropic test objects, testing shall be
carried out in both main horizontal directions.

NOTE 1 The orientational dependence also applies to a minor extent to steel springs.

⎯ Test loads: The horizontal static stiffness is determined under application of the vertical preloading force
Fv = F0, with F0 as defined in 4.1.1.2. The horizontal test load is determined from the dimensioning of the
floating slab track system:

Fh0 (minimum load): Horizontal load resulting from the gravitational force component acting parallel to the
lateral or longitudinal inclination in the concrete base and from the superelevation of the
curve of the track slab support layer

Fh1 (service load): Minimum load Fh0 plus the horizontal live load PH generated by the vehicles used for
regular scheduled services

Fh2 (evaluation load): Minimum load Fh0 plus the horizontal live load PHB of the reference vehicle or the
horizontal live load of the load model used in the verification of track safety

Fh3 (maximum load): 1,35 Fh0 plus 1,5 times the horizontal live load PHB of the reference vehicle, or plus
1,45 times the horizontal live load of the load model used in the verification of track
safety

NOTE 2 The horizontal live load of a railway vehicle comprises the centrifugal forces, the transverse impact
(nosing force), and the braking and starting forces. The horizontal live load does not contain any surcharges (loading
factors), i.e. it does not contain and dynamic coefficient (vibration coefficient). The centrifugal force is calculated for
Fh1 from the axle loads of the vehicle used for regular scheduled service while taken account of the relevant track
curve radius and track curve speed. For values assumed for Fh2 and Fh3 are based on the reference vehicle or the
load model applied in the verification of track safety rather than on the vehicle used for regular scheduled service.

NOTE 3 The factor of 1,5 is the partial safety factor in DIN 1055-100; the factor of 1,45 is the partial safety factor
in Technical Report DIN-Fachbericht 101. The partial safety factor refers to the loads applied and not to the type of
structural supporting structure to be calculated.

4.2.1.3 Test implementation and evaluation

The test implementation and evaluation shall be carried out in a manner analogous to that set out in 4.1.1.3,
Equations (1) and (3). However, the load shall be increased up to the maximum load over a period of 20 s.
The horizontal static stiffnesses kstat,h1 and kstat,h2 shall then be calculated. When the tests are being performed,
it is important to ensure that the no displacements occur on the surfaces of the test objects.

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 DIN 45673-7:2010-08(E)

The test can be carried out in a test rig with two identical test objects (see Figure 1). In this sort of test rig it is
necessary to readjust the preloading force. It is also important to realise that with this type of test rig testing is
carried out on two test objects and that therefore the test yields twice the value of the horizontal static
stiffness.

Key
1 Force generation 3 Load distribution plate 5 Test objects
2 Force measurement 4 Application of the constant 6 Measurement of deformation
preloading force Fv

Figure 1 — Example of a symmetric test set-up

to measure the horizontal static stiffness

4.2.2 At-rest value of the horizontal static stiffness kstat 0,h

The at-rest value of the horizontal static stiffness of the discrete supports influences the static position of an
inclined track base plate or track trough (gravitational force acting parallel to direction of inclination). The at-
rest value shall be determined in a manner analogous to that set out in 4.1.2, except that the load applied in
step 1 is zero. It is important to be aware that as the test is carried out on two identical test objects, the test
yields twice the value of the static stiffness.

4.3 Vertical dynamic stiffness kdyn(f)

4.3.1 General

The vertical dynamic stiffness kdyn(f) influences the vibrational dynamics of the floating slab track system. The
value of the vertical dynamic stiffness is required in order to calculate the tuning frequencies. The dynamic
and static stiffness are of the same magnitude only for discrete supports made from steel and in the absence
of viscous damping. For all other discrete supports, it is also necessary to determine the frequency-dependent
vertical dynamic stiffness.

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DIN 45673-7:2010-08(E)

4.3.2 Test parameters

As in 4.1.1.2 but with the following modifications:

⎯ Preloading forces Fv

under dead load: Fv,1 = F0

P
under dead load and half the live load: Fv,2 = F0 + V Φ
2
under dead load and the full live load: Fv,3 = F0 + PV Φ

NOTE The result of the test with the preloading force Fv,1 is used to verify the tuning frequency. The result of
the test with the preloading force Fv,2 is needed to estimate the dynamic stiffening ratio. The values of the dynamic
stiffness determined under the preloading forces Fv,2 or Fv,3 are required for the calculation of the insertion loss.

⎯ Type of load: Harmonic excitation with a particle velocity amplitude of 7 mm/s (corresponding to a particle
–8
velocity level Lv = 100 dB relative to the standard reference particle velocity of 5 × 10 m/s)

When testing systems made of prefabricated parts with a length ≤ 3 m project-specific values for the
particle velocity amplitudes shall be determined as the particle velocities depend particularly on how load
dissipation is distributed between the rails and the track base plate or track trough.

⎯ Test frequencies fj : 5 Hz, 10 Hz and 20 Hz.

4.3.3 Test implementation and evaluation

After applying the static preload, the test object shall be subjected to harmonic excitation at the three test
frequencies in succession so that the relative motion between the two loading plates exhibits a constant
particle velocity amplitude. The measurements of force and deformation and the determination of the dynamic
stiffness kdyn(fj) shall take account of the DIN EN ISO 10846-2 standard. The arithmetic mean shall be
calculated for each test frequency from the individual values for the three test objects.

4.4 Loss factor η

4.4.1 General

The loss factor η influences the movement of the track base plate or the track trough under live loads and
influences the vibration damping effect of the system. The loss factor associated with discrete supports in the
form of helical steel springs with no viscous damping is extremely small and does not need to be determined
by testing. For all other discrete supports, the loss factor shall be determined.

4.4.2 Test implementation and evaluation

When excitation is harmonic as described in 4.3.2, the loss angle ζ shall be determined as the angular phase
shift between the fundamental harmonic component of the applied force and the resulting deformation. The
loss factor η can then be determined from η = tan ζ. Evaluation shall be carried out analogously to the method
described in 4.3.3.

1
NOTE The degree of damping ϑ is given approximately by ϑ ≈ tan ζ.
2

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 DIN 45673-7:2010-08(E)

5 Continuous resilient support mats for floating slab track systems

5.1 Vertical static bedding modulus

5.1.1 Bedding modulus Cstat,z

5.1.1.1 General

In the case of continuous elastomeric mats (see Figures A.3 and A.4), the vertical static bedding modulus
Cstat,z represents the vertical stiffness of the floating slab track system per unit area. Any designed-in
inhomogeneous distribution of material stiffness shall be taken into account.

NOTE As the measurement of the static bedding modulus Cstat is carried out repeatedly at a given loading and
unloading rate without any recovery phase, the measured quantity is actually a quasistatic quantity. However, the
designation Cstat and the manner in which the test is carried out ensure that comparisons can be made with existing
product descriptions and earlier test procedures.

Once Cstat,z has been determined and a full recovery phase has been completed, a further load is applied that
yields the at-rest value Cstat 0,z of the vertical static bedding modulus (see 5.1.2). This at-rest value is used to
estimate the static deflection under a dead load (e.g. a reference vehicle of known load).

5.1.1.2 Test parameters

As in 4.1.1.2 but with the following modifications:

⎯ Dimensions of test object: 300 mm × 300 mm × installed thickness. In the case of resilient mats with
studs or other geometrically deformable structures, the dimensions of the test object shall be modified
accordingly.

NOTE 1 Elastomeric mats can also be laid in multiple layers.

⎯ Manner of load application: Two flat loading plates each with a sanding disc (K120 grit on a rigid linen
backing cloth) inserted between the loading plate and the test object.

NOTE 2 The flat loading plates with the interposed sanding discs serve to simulate the roughness of the load-
bearing surfaces of the continuous elastomeric mats that is found in practice.

⎯ Range of applied loads: The test loads for a floating slab track system are determined from the
dimensioning of the system. The loads used in the laboratory tests shall be determined by scaling the
service loads to the relevant dimensions of the test object. The test loads are determined in a manner
analogous to that set out in Clause 4.

The following test loads shall be used:

σ0 (minimum load): Surface pressure from the dead load of the track base plate including rail and rail
fastenings

σ1 (service load): Minimum load σ0 plus the product of the applicable vertical live load σPV and the dynamic
coefficient (vibration coefficient) Φ

σ2 (evaluation load): Minimum load σ0 plus the product of the dynamic coefficient Φ and the applicable
vertical live load σPVB exerted by the reference vehicle, or plus the product of the
dynamic coefficient Φ and the load model used for the verification of track safety

σ3 (maximum load): 1,35 σ0 plus 1,5 times the product of the dynamic coefficient Φ and the applicable
vertical live load σPVB exerted by the reference vehicle, or plus 1,45 times the product of
the dynamic coefficient Φ and the load model used for the verification of track safety

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DIN 45673-7:2010-08(E)

NOTE 3 The dynamic coefficient Φ incorporates the additional dynamic effects associated with the passage of
the vehicle. Currently, a dynamic coefficient of Φ = 1,3 is used for running speeds up to 200 km/h.

NOTE 4 The applicable vertical live load σPV is determined either by the axle loads of the vehicles used for
regular scheduled services or by the agreed line classification. For suburban rapid transit and main-line rail systems
(and for some underground railways), the traffic load σPV assumed in mechanical fatigue strength testing (see 7.2) is
based on the train types in Technical Report DIN-Fachbericht 101:2009-03, Annex F “Fatigue calculations”.

NOTE 5 In the case of tramways and underground railways, the traffic load σPVB of the reference vehicle is
assumed to be the most unfavourable load scenario generated by the regular scheduled services or by any special-
purpose vehicles. For suburban rapid transit systems and main-line railways, the load model LM 71 as defined in
DIN-Fachbericht 101 is generally assumed for verifications of track safety.

NOTE 6 The factor of 1,5 is the partial safety factor in DIN 1055-100; the factor of 1,45 is the partial safety factor
in DIN-Fachbericht 101. The partial safety factor refers to the loads applied and not to the type of structural
supporting structure to be calculated.

2
⎯ Loading and unloading rate: Continuous, 0,01 (N/mm )/s

⎯ Number of load cycles: Three.

5.1.1.3 Test implementation and evaluation

Three load cycles shall be applied with no rest period between cycles. Each load cycle shall consist of
applying the following sequence of loads per unit area to the initially completely unloaded test object:
2
0,01 N/mm , σ0, σ1, σ2 and the maximum load σ3 followed by complete unloading. The third load cycle shall be
recorded. On the basis of the measured deflections s, the vertical static bedding modulus Cstat,z shall be
calculated as the secant modulus using the following equations (see DIN 45673-1:2010-08, Figure 3 for an
example of determining a secant modulus):

σ1− σ 0
Cstat, z1 = (6)
s1 − s 0

2
σ 2 − 0,01 N/mm
Cstat, z 2 = (7)
s 2 − s 0,01 N/mm ²

σ2 −σ0
Cstat, z 3 = (8)
s 2 − s0

NOTE Generally, Cstat,z1 is required for the calculation of deformation, Cstat,z2 for the static analysis and Cstat,z3 for the
analysis of the bending deformation of the track base plate.

The arithmetic mean shall be calculated for each of these three stiffness values from the individual values for
the three test objects. The individual values shall also be reported.

5.1.2 At-rest value Cstat 0,z of the vertical static bedding modulus

While each test object is still clamped in place and after allowing it to recover for a period of 5 min in its
unloaded state, the test object shall be subjected to further loading as follows:
2
Step 1: Apply load of 0,01 N/mm ; maintain load for a duration of 1 min; record value of s0,01 N/mm²
2
Step 2: Increase load to σ0 at a rate of 0,01 (N/mm )/s; apply load for a duration of 10 min; record value of s0
2
Step 3: Increase load to σ1 at a rate of 0,01 (N/mm )/s; apply load for a duration of 10 min; record value of s1

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 DIN 45673-7:2010-08(E)

The at-rest stiffness parameters are then calculated as follows:

2
Cstat 0,z0 =
σ 0 − 0,01 N/mm (9)
s0 − s
0,01 N/mm 2

σ1 − σ 0
Cstat 0,z1 = (10)
s1 − s 0

The final result shall be recorded as the mean average of the results from the three test objects.

5.2 Horizontal static bedding modulus Cstat,h

To ensure the safe dissipation of loads in the longitudinal and transverse directions of the track and the
positional stability of the floating slab track system, the strip mats or continuous mats used in floating slab
track systems shall demonstrate a suitably high value of the horizontal static bedding modulus (shear
stiffness).

The test method used is analogous to that set out in 4.2 with the dimensions of the test object as described in
5.1.1.2. The load shall also be increased up to the maximum load over a period of 20 s. In the case of
anisotropic mats, testing shall be carried out in both main directions.

5.3 Vertical dynamic bedding modulus Cdyn(f)

5.3.1 General

The frequency-dependent vertical dynamic bedding modulus Cdyn(f) influences the vibrational dynamics of the
floating slab track system. The value of the vertical dynamic bedding modulus is required in order to calculate
the tuning frequencies.

5.3.2 Test parameters

As in 5.1.1.2 but with the following modifications:

⎯ Preloads

under dead load: σv,1 = σ0

σ PV
under dead load and half the live load: σv,2 = σ0 + Φ
2
under dead load and the full live load: σv,3 = σ0 + σPV Φ

NOTE The result of the test with the preload σv,1 is used to verify the tuning frequency. The result of the test
with the preload σv,2 is needed to estimate the dynamic stiffening ratio. The values of the dynamic bedding modulus
determined under the preload σv,2 or σv,3 are required for the calculation of the insertion loss.

⎯ Type of load: Harmonic excitation with a particle velocity amplitude of 7 mm/s (corresponding to a particle
–8
velocity level Lv = 100 dB relative to the standard reference particle velocity of 5 × 10 m/s)

⎯ Test frequencies fj : 5 Hz, 10 Hz, 20 Hz and 30 Hz.

5.3.3 Test implementation and evaluation

After applying the static preload, the test object shall be subjected to harmonic excitation at each of the four
test frequencies in succession so that the relative motion between the two loading plates exhibits a constant
particle velocity amplitude. Measurements of force and deformation and the determination of dynamic stiffness

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DIN 45673-7:2010-08(E)

shall take account of the DIN EN ISO 10846-2 standard. The dynamic bedding modulus Cdyn(fj) is the dynamic
stiffness determined relative to the surface of the test object. For each test frequency, the arithmetic mean
shall be calculated from the individual values for the three test objects.

5.4 Loss factor η

5.4.1 General

The loss factor η influences the movement of the track base plate or the track trough under live loads and
influences the vibration damping effect of the system.

5.4.2 Test implementation and evaluation

When excitation is harmonic as described in 5.3.2, the loss angle ζ shall be determined as the angular phase
shift between the fundamental harmonic component of the applied force and the resulting deformation. The
loss factor η can then be determined from η = tan ζ. Evaluation shall be carried out analogously to the method
described in 5.3.3.

1
NOTE The degree of damping ϑ is given approximately by ϑ ≈ tan ζ.
2

6 Strip mats for floating slab track systems

Clause 5 shall apply with the following modifications:

Dimensions of test object: 300 mm × installed width × installed thickness. In the case of resilient strip mats
with studs or other geometrically deformable structures, the dimensions of the test object shall be modified
accordingly.

NOTE Strip mats are manufactured with a width greater than the installed width and are also laid in multiple layers.

7 Fitness for purpose

7.1 Summary

To guarantee the long-term functionality of a floating slab track system the supports or mats shall be
subjected to the fitness-for-purpose tests described below. The tests shall take account of the loads
determined in 4.1.1.2 and 5.1.1.2 that are derived from the dimensioning of the floating slab track system
under test.

7.2 Mechanical fatigue strength

This test serves to verify fatigue strength in the laboratory by carrying out pulsed-load fatigue testing of
discrete supports and of strip mats or continuous mats under comparable test conditions. The static stiffness
or static bedding modulus shall be determined before and after pulsed-load fatigue testing.

Helical compression springs shall also conform to DIN EN 13906-1.

The test conditions in Table 1 shall apply.

Once the pulsed-load fatigue test has been completed, the resilient element shall be allowed to cool to
(23 ± 3) °C and the static stiffness or static bedding modulus determined.

NOTE A change in the static stiffness kstat,z1 (for discrete supports) or in the static bedding modulus Cstat,z1 (for
continuous mats and strip mats) of up to 20 % is realistic.

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 DIN 45673-7:2010-08(E)

Table 1 — Test conditions for the pulsed-load fatigue test

Discrete supports Strip mats and continuous mats

Original size 300 mm × 300 mm × installed thickness (for mats),
Dimensions of test object 300 mm × installed width × installed thickness
(For strip mats)
Vertical static stiffness at
kstat,z1 (see 4.1.1.3) Cstat,z1 (see 5.1.1.3)
(23 ± 3) °C
Lower load F0 σ0
Upper load F1 σ1
Test frequency as fast as possible bearing in mind the heating effect
The pulsed-load fatigue test is carried out at (23 ± 3) °C. If the temperature
of the support might rise above 40 °C, the frequency shall be reduced or a
suitable means of cooling provided.
NOTE The rise in temperature is the result of energy being transferred into the
resilient support element. Depending on the material used and the design of the
system, a reduction in the test frequency or suitable cooling might be needed for
temperatures other than 40 °C.
6
Number of load cycles 3 × 10
Number of test objects 1
Two smooth loading plates each with a sanding disc (K120 grit on a rigid
Loading surfaces
linen backing cloth) inserted between the loading plate and the test object.

7.3 Shear stability (shear creep)

In order to be able to assess the long-term shear stability of the supports, the change in the thickness of the
support (shape) and the vertical static stiffness (see 4.1.1) or the vertical static bedding modulus (see 5.1.1)
shall be determined under the following conditions.

Test conditions as in 4.1.1.2 or 5.1.1.2 but with the following supplementary conditions:

Preloading force: F0 as given in 4.1.1.2 or σ0 (see 5.2)

Permanent shear loading: Fh0 as given in 4.2.2 or σh0 (see 5.2)

Duration of static shear loading: 168 h (7 days)

In the case of anisotropic mats, testing shall be carried out in both main directions.

The extent of creep φK is calculated using:

t1 − t 2
ϕK = ⋅ 100 % (9)
t 0 − t1

where

t0 thickness of support when not loaded;

t1 thickness of support after 5 min of loading;

t2 thickness of support after the specified loading duration.

NOTE The extent of creep and the change in the static stiffness kstat,z1 (for discrete supports) or in the static bedding
modulus Cstat,z1 (for continuous mats and strip mats) is typically in the range up to 20 %.

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DIN 45673-7:2010-08(E)

7.4 Material identification testing

In order to be able to identify resilient elements used in floating slab track systems at a later date, the following
values shall be indicated:

⎯ the specific mass of the product and all its components,

⎯ the results of a suitable chemical analysis as selected by the manufacturer.

The values determined in the product qualification testing shall act as the reference values for quality
assurance and quality monitoring procedures.

7.5 Material and component testing

7.5.1 General

The resilient elements in floating slab track materials should all be resistant to typical environmental influences
(e.g. water, ozone, oil). Storage out-of-doors should also not change the properties of the resilient elements.
The tests to be carried out shall be appropriate to the materials used (steel, rubber, polyurethane, etc.) in the
resilient elements. If a resilient element comprises several layers, each layer and, if necessary, the bonding
between the layers (e.g. adhesive bonds) shall be tested individually.

7.5.2 Water absorption capacity

As continuous resilient mats are likely to come into contact with and thus absorb water once they have been
installed, the water absorption capacity of the mats shall be determined as follows and reported as both a
percentage by volume and as a percentage by mass.

A test object with the dimensions given in 5.1.1.2 is weighed in its dry state (mass: mP,t). The test object shall
then be completely immersed in distilled water in a trough of mass mW for a period of 24 h at room
temperature (23 ± 3) °C. During the first 2 h in the water bath, the test object shall be subjected to pulsed-load
fatigue testing by applying the loads in 7.2 at a frequency of 0,5 Hz.

After the conditioning period of 24 h has elapsed, the water level is readjusted to the height h of the test object
(see Note 1 and Figure 2). The trough, the water it contains and the test object shall then be weighed together
(total mass: mL).

The quantity of water between the test object and the trough is determined geometrically and its mass mu
calculated. The mass mF of the water in the test object is then calculated as follows:

mF = mL – mW – mP,t – mu (10)

This mass corresponds to the volume of water VF in the test object. The total volume V0 of the test object is
the product of the base area of the wet test object and its height h in its unloaded state. The water absorption
capacity of the test object shall be calculated as a percentage by volume VF / V0 × 100.

The test object is then removed from the water bath and weighed in its wet state. The water absorption
capacity shall be expressed as a percentage by mass by comparing the mass of the test object before and
after its storage in water and then stating this difference as a percentage increase in the dry mass of the test
object.

NOTE 1 In order to prevent the possibility of the test object floating and to enable the water level at the upper edge of
the test object to be determined exactly, the test object can be covered with a glass plate, though no air is to become
entrapped in the process. The glass plate is removed once the water level has been achieved.

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 DIN 45673-7:2010-08(E)

NOTE 2 The water absorption capacity expressed as a percentage by volume lies somewhere between 0 and 100 %
and is independent of the density of the material. The value of the water absorption capacity as a mass fraction in percent
depends on the dry mass of the test object.

Key
1 Test object with the dry mass mP,t
2 Trough of mass mW
3 Water of mass mu that lies between the test object and the trough
4 Glass plate
Figure 2 — Determination of the water absorption capacity as a percentage by volume

7.5.3 Water resistance

The material from which elastomeric elements in floating slab track systems are made shall be resistant to the
effects of water. The test objects (standardised dumbbell test pieces) shall be tested in accordance with the
methods given in the standard relevant to the elastic material (DIN 53504 or DIN EN ISO 1798) and the
changes in the tensile strength and the elongation at break shall be recorded. Before testing begins, the test
pieces shall be stored at 30 °C in air for a period of 168 h (7 days). Surfaces that could falsify the test results
(e.g. vulcanisation skins) shall be removed prior to testing. The following test shall then be performed.

Test medium: Distilled water

Test temperature: 50 °C

Duration of test: 168 h

Test object: At least three (in the case of extrudates or anisotropic materials, three per direction).

The percentage change in the tensile strength and the elongation at break shall be calculated from the mean
and/or median values of the tensile strength testing carried out before and after storage in the test medium at
room temperature on both wet and dry test objects and the results documented.

7.5.4 Freeze-thaw resistance

7.5.4.1 General

The material from which elastomeric elements in floating slab track systems are made shall be resistant to the
effects of freeze-thaw cycles. Freeze-thaw resistance shall be tested as follows.

7.5.4.2 Test parameters

⎯ Dimensions of test object: Preferentially as given in 4.1.1.2, 5.1.1.2 or Clause 6

⎯ Number of test objects: One

⎯ Test medium: Distilled water

⎯ Conditioning: 24 h in a water bath at room temperature, see description of test implementation.

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DIN 45673-7:2010-08(E)

7.5.4.3 Test implementation and evaluation

Before conditioning starts, the reference value of the dynamic stiffness or the dynamic bedding modulus shall
be determined at room temperature on a dry test object. The test object shall then be fully submerged in
distilled water at room temperature for 24 h. During the first 2 h in the water bath, the test object shall be
subjected to pulsed-load fatigue testing by applying the loads given in 7.2 at a frequency of 0,5 Hz.

While still in the water bath, the test object shall be subjected to a preloading force of F0 or σ0 (see 7.2)
applied by means of two flat steel plates and placed into a climate controlled cabinet and frozen for 11 h at
–20 °C. The test object is then thawed by raising the temperature in the climate controlled cabinet again to
30 °C within the space of 1 h and then maintaining this temperature for the following 11 h. The temperature in
the climate cabinet is subsequently reduced within 1 h to –20 °C and held at that temperature for the next 11 h
(see Figure 3). The freeze-thaw test cycle shall be repeated 50 times.

Once the 50 test cycles have been completed, the dynamic stiffness or the dynamic bedding modulus shall be
determined on the statically drained test object (see 7.5.2) at room temperature and compared with the
reference value determined previously. The change in the dynamic stiffness or dynamic bedding modulus
shall be documented. In addition, the test object shall be assessed visually for evidence of cracking or
swelling and the results documented.

Key
T Temperature
t Time (not shown to scale)
1 One test cycle

Figure 3 — Timing diagram for freeze-thaw resistance test sequence

7.5.5 Ageing resistance

Ageing resistance shall be demonstrated appropriately for the materials used. Testing shall be conducted in
accordance with DIN 53508. The test objects shall be kept in a heating cabinet with forced ventilation and
fresh air intake for a duration of 168 h (7 days) at a temperature of (70 ± 1) °C.

The static stiffness shall be determined in accordance with 4.1 and the static bedding modulus determined in
accordance with 5.1 before and after ageing.

The percentage change in the mass shall be calculated from the mean average results of weighing the same
test object before and after the accelerated ageing process.

In addition, the change in compression set shall be determined in accordance with the relevant standard
(DIN ISO 815 or DIN EN ISO 1856) and documented as a percentage change.

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 DIN 45673-7:2010-08(E)

8 Quality monitoring, quality assurance

The vertical static and the vertical dynamic stiffness of the resilient elements shall be checked at one of the
frequencies in 4.3.2 or 5.3.2 prior to delivery. However, such checks shall not be made immediately after the
resilient elements have been manufactured. When the checks are performed, the resilient material shall be in
a state in which its properties remain essentially constant. Discrete supports shall be tested in accordance
with Clause 4, elastomeric mats in accordance with Clause 5 and strip mats in accordance with Clause 6.

NOTE A realistic value for the permissible measurement scatter is approximately 15 % centred about the target
value.

The number of elements to be tested shall be agreed for each project individually. As a rule, tests shall be
conducted on 3 % of the discrete supports or on six samples from each production batch of strip mats or
continuous mats. For small projects, testing shall be conducted on at least 10 supports. If the discrete
supports are made from continuously manufactured mats, the scope of testing shall be that applicable to strip
mats or continuous mats. It is to ensured that tests are carried out on supports from different production
batches.

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DIN 45673-7:2010-08(E)

Annex A
(informative)

Example of floating slab track systems

Key
1 Rail fastening
2 Resilient element as discrete support or strip mat
3 Track base plate
4 Tunnel invert slab with drainage pipe

Figure A.1 — Floating track base plate supported on discrete supports or on strip matting

Key
1 Sleeper 5 Resilient element as discrete support or strip mat
2 Rail fastening 6 Recess for anchoring neighbouring track troughs
3 Ballast 7 Tunnel invert slab with drainage pipe
4 Track trough

Figure A.2 — Floating track trough supported on point or strip mats

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 DIN 45673-7:2010-08(E)

Key Key
1 Kerbstone 7 Concrete filling
2 Resilient joint 8 Track base plate made of reinforced
3 Grouting concrete
4 Grooved rail 9 Continuous elastomeric membrane
5 Rail web filler block 10 Consolidated formation with drainage pipe
6 Asphalt 11 Rigid levelling course

Figure A.3 — Floating track base plate with a continuous elastomeric membrane

Key
1 Track slab
2 Track slab support layer with lateral anchors
3 Continuous resilient elastomeric membrane
4 Sloping concrete base with drainage pipe

Figure A.4 — Slab track on continuous resilient elastomeric membrane

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DIN 45673-7:2010-08(E)

Bibliography

DIN 1055-100, Einwirkungen auf Tragwerke — Teil 100: Grundlagen der Tragwerksplanung — Sicherheits-
konzept und Bemessungsregeln (Actions on structures — Part 100: Basis of design, safety concept and
design rules) in German only

(DIN) EN 13146-9, Railway applications — Track — Test methods for fastening systems — Part 9:
Determination of stiffness

DIN-Fachbericht 101, Einwirkungen auf Brücken (Actions on bridges) in German only

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[8] Lenz, U., Stank, H., and Stummeyer, H.-J.: Dimensionierung von Masse-Feder-Systemen für Eisen-
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[9] Lenz, U.: Mit Masse-Feder-Systemen zu leisen Bahnen? Bauarten, Federelemente und Körperschall-
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22