CEN/TC 256

Date: 2014-08

prEN 16432-2:2014
CEN/TC 256

Secretariat: DIN

Railway applications — Ballastless track systems — Part 2: Subsystems

and components
Bahnanwendungen — Feste Fahrbahn-Systeme — Teil 2: Untersysteme und Komponenten

Applications ferroviaires — Voie sans ballast système — Partie 2 : Sous-systèmes et composants

ICS:

Descriptors:

Document type: European Standard

Document subtype:
Document stage: CEN Enquiry
Document language: E
prEN 16432-2:2014 (E)

Contents
Page

Foreword ..............................................................................................................................................................6
Introduction .........................................................................................................................................................7
1 Scope ......................................................................................................................................................8
2 Normative references ............................................................................................................................9
3 Terms and definitions ........................................................................................................................ 10
4 Symbols and abbreviations ............................................................................................................... 11
5 General ................................................................................................................................................. 12
5.1 Ballastless track system, subsystem and components ................................................................. 12
5.2 Subsystem configuration ................................................................................................................... 13
5.2.1 Ballastless track system with continuous support or embedded rails......................................... 13
5.2.2 Ballastless track system with discrete rail seats (fastening systems) ......................................... 13
5.2.2.1 Ballastless track system with discrete rail seats on prefabricated element supported by a
pavement ............................................................................................................................................. 13
5.2.2.2 Ballastless track system with discrete rail seats on prefabricated element, independent
from the surrounding concrete filling layer or pavement .............................................................. 14
5.2.2.3 Ballastless track system with discrete rail seats on prefabricated element, monolithically
integrated in a pavement ................................................................................................................... 14
5.2.2.4 Ballastless track system with discrete rail seats on a concrete pavement .................................. 14
6 System Design .................................................................................................................................... 15
6.1 Establishing the system criteria........................................................................................................ 15
6.2 System assurance plan ...................................................................................................................... 15
6.3 System integration.............................................................................................................................. 15
6.4 Vertical track stiffness ....................................................................................................................... 16
6.5 Track stability ...................................................................................................................................... 16
6.6 Load distribution and load transfer by subsystems and components ......................................... 16
6.6.1 Design principles ................................................................................................................................ 16
6.6.2 Calculations steps .............................................................................................................................. 19
6.6.2.1 Determination of bending moment (bending tensile stress) due to rail seat loads (B1) ............ 19
6.6.2.2 Determination of bending moment activated by temperature gradient Δt [K/mm] of rail
supporting subsystems like slabs, pavements, frames or beams caused by surface
heating (B2) ......................................................................................................................................... 19
6.6.2.3 Determination of tensile force activated by cooling ΔT [K] of rail supporting subsystems
like slabs, pavements, frames or beams (B3) .................................................................................. 19
6.6.2.4 Superposition of bending moments from traffic and thermal impact (B4) ................................... 19
6.6.3 Determination of forces (rail seat loads) between subsystems fastening system and
supporting structure (prefabricated element or pavement) ........................................................... 20

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6.6.3.1 Vertical rail seat loads......................................................................................................................... 20

6.6.3.2 Lateral rail seat loads .......................................................................................................................... 20
6.6.4 Prefabricated element loading and load distribution ...................................................................... 20
6.6.4.1 Transversal elements (sleepers) loading and transversal load distribution ................................. 20
6.6.4.1 Longitudinal beams, frames loading and longitudinal load distribution ...................................... 21
6.6.4.1 Slabs or frames loading and longitudinal and transversal load distribution ................................ 21
6.6.5 Pavement design ................................................................................................................................. 21
6.6.5.1 Calculation models and limits ............................................................................................................ 21
6.6.5.2 Continuously reinforced concrete pavement (CRCP) ..................................................................... 21
6.6.5.3 Jointed plain concrete pavements (JPCP)........................................................................................ 22
6.6.5.4 Asphalt pavements .............................................................................................................................. 22
6.6.5.1 Base layers ........................................................................................................................................... 22
6.7 Loading of substructure ..................................................................................................................... 23
6.8 Transitions ........................................................................................................................................... 23
7 Rails ...................................................................................................................................................... 24
8 Rail fastening systems........................................................................................................................ 24
8.1 General ................................................................................................................................................. 24
8.1.1 Considerations relating to fastening systems for ballastless track system design .................... 24
8.1.2 Rail fastening spacing ........................................................................................................................ 24
8.1.3 Adjustment ........................................................................................................................................... 24
9 Prefabricated Elements....................................................................................................................... 25
9.1 General ................................................................................................................................................. 25
9.1.1 Filling Layer ......................................................................................................................................... 25
9.1.2 Concrete filling layer ........................................................................................................................... 25
9.2 General design considerations .......................................................................................................... 25
9.2.1 Data to be supplied for the general system design ......................................................................... 25
9.2.2 Individual precast element design ..................................................................................................... 26
9.2.2.1 Load distribution and internal forces ................................................................................................ 26
9.2.2.2 Design ................................................................................................................................................... 26
9.3 Manufacturing process ....................................................................................................................... 26
9.3.1 General requirements ......................................................................................................................... 26
9.3.2 Curing ................................................................................................................................................... 26
9.3.3 Surface finish ....................................................................................................................................... 26
9.3.4 Marking ................................................................................................................................................. 26
9.4 Quality control ..................................................................................................................................... 27
9.4.1 General ................................................................................................................................................. 27
9.4.2 Quality control during design approval tests ................................................................................... 27
9.4.3 Quality control during manufacturing ............................................................................................... 27
9.5 Concrete sleepers, bearers and blocks ............................................................................................ 28

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9.6 Prefabricated slabs and frames ........................................................................................................ 28

9.6.1 Cassification........................................................................................................................................ 28
9.6.1.1 Classification in longitudinal sense.................................................................................................. 28
9.6.1.2 Classification according the support conditions on the underneath layer .................................. 28
9.6.1.3 Classification according to the kind of reinforcement ................................................................... 29
9.6.2 Design .................................................................................................................................................. 29
9.6.2.1 Design of active and passive reinforcement, limit states, fatigue checking ................................ 29
9.6.2.2 Durability, cover, environmental conditions, material characteristics, crack control ................ 30
9.6.3 Materials .............................................................................................................................................. 30
9.6.4 Geometrical tolerances ...................................................................................................................... 30
9.6.5 Storage, handling, transport and on-site installation ..................................................................... 31
9.6.5.1 General ................................................................................................................................................. 31
9.6.5.2 Storage, handling and transport ....................................................................................................... 31
9.6.5.3 On-site installation.............................................................................................................................. 31
10 Pavements (layered structure) .......................................................................................................... 31
10.1 Concrete pavements .......................................................................................................................... 32
10.1.1 Application .......................................................................................................................................... 32
10.1.2 Materials .............................................................................................................................................. 32
10.1.3 Functional requirements .................................................................................................................... 32
10.1.3.1 Continuously reinforced concrete pavement (CRCP) ............................................................. 32
10.1.3.2 Plain concrete pavements .......................................................................................................... 33
10.1.3.3 Concrete pavements with integrated rails (embedded rails) or discrete rail seats
(fastening systems) ............................................................................................................................ 33
10.1.3.4 Concrete pavements supporting prefabricated elements (sleepers) .................................... 34
10.1.3.5 Concrete pavement with integrated prefabricated element independent from the
pavement structures .......................................................................................................................... 34
10.1.3.6 Concrete pavement with monolithically integrated prefabricated element .......................... 34
10.2 Asphalt pavements ............................................................................................................................. 35
10.2.1 Application .......................................................................................................................................... 35
10.2.2 Design principles ................................................................................................................................ 35
10.2.3 Geometrical requirements ................................................................................................................. 35
10.2.4 Asphalt materials and mix design ..................................................................................................... 35
10.2.5 Materials for surface layer ................................................................................................................. 36
10.2.6 Requirements for layers ..................................................................................................................... 36
10.3 Unbound, hydraulically bound and bituminous bound base-layers ............................................. 36
10.3.1 Application .......................................................................................................................................... 36
10.3.2 Hydraulically bound base layer ......................................................................................................... 37
10.3.3 Cement treated base layer (CTB) ...................................................................................................... 37
10.3.4 Concrete base layer ............................................................................................................................ 37
10.3.5 Bituminous base layer ....................................................................................................................... 37

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10.3.6 Unbound base layer ............................................................................................................................ 38

11 Intermediate Layers ............................................................................................................................. 39
11.1 Functions of intermediate layers ....................................................................................................... 39
11.2 Effects of intermediate layers on ballastless track system ............................................................ 39
Annex A (informative) Vertical vehicle load ................................................................................................. 40
A.1 Distribution of vertical railway traffic load and calculation of rail seat loads............................... 40
A.2 Rail bending moment and bending stress at the rail foot ............................................................... 43
Annex B (informative) Design calculations for slabs, pavements, frames, beams .................................. 44
B.1 General ................................................................................................................................................. 44
B.2 Stresses in concrete slab/pavement due to thermal impact........................................................... 59
B.3 Determination of maximum allowable flexural fatigue stress due to railway traffic load σQ ....... 62
Annex C (informative) Vertical loading ......................................................................................................... 63
C.1 General ................................................................................................................................................. 63
Annex D (informative) Examples of calculations ......................................................................................... 64
D.1 Figure for first example (variant II: unbonded multiple layers and second example (variant
III: fully bonded multiple layers) ........................................................................................................ 64
D.2 First example (variant II: unbonded multiple layers) ....................................................................... 71
D.3 Second example (variant III: fully bonded multiple layers) ............................................................. 80
Annex E (informative) Quality control – Routine tests and frequency of testing ..................................... 92
E.1 General ................................................................................................................................................. 92
E.2 Data of the slabs to be checked ......................................................................................................... 92
E.3 Examples for frequency of testing .................................................................................................... 94
Bibliography ...................................................................................................................................................... 95

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Foreword
This document (prEN 16432-2:2014) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.

This document is currently submitted to the CEN Enquiry.

This European Standard is one of the series prEN 16432 "Railway applications – Ballastless track systems"
as listed below:

 Part 1: General requirements;

 Part 2: Subsystems and components;

 Part 3: Acceptance.

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Introduction
This part of the series prEN 16432 covers the design of the ballastless track system, subsystems and
components and is used in conjunction with the following parts:

 Part 1: General requirements;

 Part 3: Acceptance.

A ballastless track system may consist, but is not limited to, subsystems and components shown in
Figure 2. Those items shall be designed in accordance with the requirements defined in this standard, or if
applicable, other existing European standards according to Figure 1.
NOTE Typical examples may be rails defined in EN 13674-1, EN 13674-2and EN 13674-3 or rail fastenings for
ballastless track system defined in EN 13481-5.

Figure 1 — Selection of applicable standards

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1 Scope
This part of EN 16432 covers system and subsystem design and component configuration for ballastless track
system.

The system and subsystem design requirements are assigned from the general requirements of
prEN 16432-1:2014. Where applicable existing subsystem or component requirements from other standards
are to be referenced.

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

prEN 197-1:2014, Cement ─ Part 1: Composition, specifications and conformity criteria for common cements

EN 206, Concrete ─ Specification, performance, production and conformity

EN 206-1, Concrete ─ Part 1: Specification, performance, production and conformity

EN 1097-6, Tests for mechanical and physical properties of aggregates ─ Part 6: Determination of particle
density and water absorption

EN 1992 series, Eurocodes

EN 1992-1-1:2004+AC 2010, Eurocode 2: Design of concrete structures ─ Part 1-1: General rules and rules
for buildings

EN 1992-2:2005+AC 2008, Eurocode 2: Design of concrete structures ─ Part 2: Concrete bridges ─ Design
and detailing rules

EN 10080, Steel for the reinforcement of concrete ─ Weldable reinforcing steel

prEN 10138 series, Prestressing steels

EN 12620, Aggregates for concrete

prEN 13043:2011, Aggregates for bituminous mixtures and surface treatments for roads, airfields and other
trafficked areas

FprEN 13108-1:2013, Bituminous mixtures ─ Material specifications ─ Part 1: Asphalt concrete

prEN 13108-5:2013, Bituminous mixtures ─ Material specifications ─ Part 5: Stone Mastic Asphalt

prEN 13230-1:2014, Railway applications ─ Track ─ Concrete sleepers and bearers ─ Part 1: General
requirements

prEN 13230-2:2014, Railway applications ─ Track ─ Concrete sleepers and bearers ─ Part 2: Prestressed
monoblock sleepers

prEN 13230-3:2014, Railway applications ─ Track ─ Concrete sleepers and bearers ─ Part 3: Twin-block
reinforced sleepers

prEN 13230-4:2014, Railway applications ─ Track ─ Concrete sleepers and bearers ─ Part 4: Prestressed
bearers for switches and crossings

prEN 13230-5:2014, Railway applications ─ Track ─ Concrete sleepers and bearers ─ Part 5: Special
elements

prEN 13230-6:2014, Railway applications ─ Track ─ Concrete sleepers and bearers ─ Part 6: Design

EN 13242, Aggregates for unbound and hydraulically bound materials for use in civil engineering work and
road construction

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EN 13285, Unbound mixtures ─ Specifications

EN 13286-47, Unbound and hydraulically bound mixtures ─ Part 47: Test method for the determination of
California bearing ratio, immediate bearing index and linear swelling

EN 13369:2013, Common rules for precast concrete products

EN 13481 series, Railway applications ─ Track ─ Performance requirements for fastening systems

EN 13481-5, Railway applications ─ Track ─ Performance requirements for fastening systems─ Part 5:
Fastening systems for slab track with rail on the surface or rail embedded in a channel

EN 13674-1, Railway applications ─ Track ─ Rail ─ Part 1: Vignole railway rails 46 kg/m and above

EN 13674-2, Railway applications ─ Track ─ Rail ─ Part 2: Switch and crossing rails used in conjunction with
Vignole railway rails 46 kg/m and above

EN 13674-3, Railway applications ─ Track ─ Rail ─ Part 3: Check rails

EN 13877-1:2013, Concrete pavements ─ Part 1: Materials

EN 13877-2:2013, Concrete pavements ─ Part 2: Functional requirements for concrete pavements

EN 13877-3:2013, Concrete pavements ─ Part 3: Specifications for dowels to be used in concrete pavements

EN 14023, Bitumen and bituminous binders ─ Specification framework for polymer modified bitumens

EN 14227-1, Hydraulically bound mixtures ─ Specifications ─ Part 1: Cement bound granular mixtures

prEN 16432-2:2014, Railway applications ─ Ballastless track systems ─ Part 2: Subsystems and components

3 Terms and definitions

For the purposes of this document, the following terms and definitions apply.

3.1
pavement
continuous, layered structure that forms a hard and durable surface

3.2
system design
term used for the process of applying a systematic approach to ensure that all elements specified will work
together to fulfil the performance requirements

Note 1 to entry: This process involves dealing with the general requirements for ballastless track systems as defined in
prEN 16432-1:2014 and combining these into a set of scenarios to analyse and resolve in order to provide final
dimensioning and a satisfactory specification.

3.3
system assurance plan
sets out how a system will demonstrate that it complies with the performance requirements and defines the
acceptance criteria by which the performance will be verified

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4 Symbols and abbreviations

AC Asphalt Concrete

CRCP Continuously Reinforced Concrete Pavement

CTB Cement Treated Base layers

FEM Finite Element Method

FMEA Failure Modes and Effects Analysis

FST Floating Slab Track

JPCP Jointed Plain Concrete Pavements

PmB Polymer modified Bitumen

RAMS Reliability, Availability, Maintainability, Safety

SLS Serviceability Limit State

SMA Stone Mastic Asphalt

ULS Ultimate Limit State

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5 General

5.1 Ballastless track system, subsystem and components

A ballastless track system may consist of (but is not limited to) following levels of subsystems and
components shown in Figure 2.

Key Item Type

1 Rail/switch and crossing Subsystem

2 Fastening system /system for embedded rail Subsystem

- Clip, clamp, rail pad etc. Component

- Adhesive Component

3 Prefabricated element Subsystem

- Sleeper, block Component

- Slab, frame Component

4 Intermediate layer, boot, fixation Component

- Concrete filling layer Component

5 Pavement Subsystem

- Single-, multi-layered pavement Component

- Base layer Component

6 Intermediate layer Subsystem

- Foil, sheeting Component

- Compensation layer Component

7 Substructure System

Figure 2 — Balastless track system - subsystems and components

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Figure 2 shows the structure of ballastless track system according to the subsystem- and component levels.
The sequence of subsystems in vertical direction as well as the presence or absence of subsystems and
components within the ballastless track is up to the individual design. Intermediate layers may be used at
different subsystem interfaces (levels), hence intermediate layers are not explicitly shown.

5.2 Subsystem configuration

5.2.1 Ballastless track system with continuous support or embedded rails

The rails are coated or covered, but limited in height up to rail head. Coating or covering shall offer first level
of elasticity according to stiffness design.

The supporting structure (prefabricated element or pavement) shall be equipped with grooves or other
components designed to control the geometry of the rails and to handle the loads.

Prefabricated element or Pavement

(clause 9) (clause 10)

Pavement
(clause 10)

Substructure

5.2.2 Ballastless track system with discrete rail seats (fastening systems)

5.2.2.1 Ballastless track system with discrete rail seats on prefabricated element supported by a
pavement

Rail fastening system (clause 8)

Prefabricated element (clause 9)

Pavement (clause 10)

Substructure

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prEN 16432-2:2014 (E)

5.2.2.2 Ballastless track system with discrete rail seats on prefabricated element, independent from
the surrounding concrete filling layer or pavement

Rail fastening system (clause 8)

Prefabricated element
(clause 9)

Concrete filling layer

or pavement (clause 10)

Pavement (clause 10)

Substructure

5.2.2.3 Ballastless track system with discrete rail seats on prefabricated element, monolithically
integrated in a pavement

Rail fastening system (clause 8)

Prefabricated element (clause 9)

Pavement (clause 10)

Substructure

5.2.2.4 Ballastless track system with discrete rail seats on a concrete pavement

Rail fastening system (clause 8)

Pavement (clause 10)

Substructure

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6 System Design

6.1 Establishing the system criteria

The overall system design shall ensure that the ballastless track system integrates safely, and effectively into
the interfacing elements of the transport system throughout its specified life. This includes impact on and from
following:

 signalling system (including induction effects, interference from reinforcement etc.);

 supporting structures (e.g. earthworks, foundations, tunnels, bridges, viaducts etc.);

 electrical power system (e.g. stray current requirements, cable access etc.);

 other electrical systems (e.g. telecommunications);

 operational needs (e.g. drainage, maintainability and accessibility).

This may require an initial concept to be outlined to enable understanding of the applicable general
requirements, including:

 understanding the interaction of the system with the supporting substructure(s) presented and
interpreting the necessary parameters influencing them, such as settlement, flexure etc.;

 dealing with the requisite live and exceptional loads (including dynamic effects);

 dealing with other environmental actions (including drainage etc.);

 risk factors affecting durability, such as shrinkage, water ingress temperature etc.;

 understanding the interfaces such as those that arise with transitions in and between sub-structures
and track components, such as switches and crossings;

 parameters influencing environmental performance (e.g. vibration emissions);

 combination with either assumptions or nominations in respect of:

 construction methodology;

 track stability in the vertical, lateral and longitudinal directions, accounting also for dynamic
effects;

 rail and components for its fixation.

6.2 System assurance plan

The system assurance plan should be developed and reviewed throughout the design process.

Acceptance criteria may be defined on the basis of risk and may include physical testing and/or simulation
methods.

6.3 System integration

System integration ensures that compatibility between subsystems of the track and external interfaces are
suitably considered. This shall include consideration of failure/deterioration modes of the ballastless track
system, subsystems and components.

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The process of detailed design can then be structured to ensure all the components (e.g. layers, etc.) are
accounted for and the interactions, internal loads and load distribution effects are dealt with.

Various approaches can be used to ensure all aspects are considered, including:

 risk management;

 FMEA;

 RAMS;

 limit state analysis.

6.4 Vertical track stiffness

The ballastless track system shall have a certain degree of resilience for load distribution and attenuation of
dynamic loads. Rail deflection as seen by the wheel should be consistent along the track. Changes of track
stiffness shall be applied gradually along a pre-determined transition length.

Guide value for the vertical dynamic track stiffness may be cTrack, dyn=100 kN/mm unless otherwise specified.
This guide value corresponds to a rail deflection in a range of 1,0 mm to 1,5 mm.

NOTE This value refers to an axle load of 20 t, corresponding to a wheel force Q = 100 kN.

For ballastless track system designed for vibration attenuation and other special situations this range may be
exceeded.

To achieve sufficient load distribution between rail and supporting subsystem the stiffness of the rail seat
(fastening system) shall be equivalent to rail deflection of 1,0 mm to 1,5 mm.

For design calculations according to Annex A a rail seat stiffness cstat= 40 kN/mm may be used to cover
tolerances in rail seat stiffness caused by extreme cold temperature conditions and aging effects.

6.5 Track stability

Track stability in the lateral and vertical direction shall be demonstrated by one or more of:

 moment of inertia or

 fixations introduced at the interfaces between subsystems and components to handle horizontal
forces;

 resistance according to prEN 16432-1:2014, clause 6.2, lateral resistance force shall be activated by
lateral displacement not exceeding 2 mm.

6.6 Load distribution and load transfer by subsystems and components

6.6.1 Design principles

The assembled rail, embedded rail or rail with fastening system, on prefabricated element, or pavement shall
be considered as a beam on a continuous or discrete resilient support loaded according to
prEN 16432-1:2014. The moment of inertia of the rail profile, the spacing of the fastening systems as well as
the elasticity of the whole assembly on its support, have an influence on the longitudinal distribution of the
vertical and horizontal loads applied on the rail. As a result, the maximum value of load scheme applied on the
supporting structure (rail seat loads) is only a proportion of the respective maximum value of the design load
scheme acting on the rail.

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The rail supporting structure which is made by prefabricated elements and/or by a pavement (single/multi
layered) shall be designed to distribute the load by bending (beams and frames mainly in longitudinal
direction; slabs in longitudinal and transversal direction) into the substructure. Bending behaviour shall be
elastic without or with limited plastic deformations according to individual design (e.g. asphalt layers used as
an intermediate or levelling layer on tunnel floor).

The design shall be done based on selected subsystems and/or components and respective material
properties (e.g. fatigue strength, thermal coefficient etc.). The final design (cross section design,
dimensioning, descriptions of components, materials used and construction procedures) as well as the applied
design procedure(s) shall be documented.

The design calculation for the ballastless track system may be obtained using two different approaches:

 following the set of analytical calculations according to Annexes A, B and C;

 using numerical tools (e.g. FEM) calibrated by analytical calculations according to Annexes A,
B and C.

NOTE The correctness of the design based on numerical tools (e.g. FEM) strongly depends on the individual
decisions of the designer with respect to model idealisation (mainly boundary conditions), discretization (mainly meshing)
and convergence conditions for the solutions (mainly for non-linear calculations). Consequently ballastless track system
design based on numerical methods requires verification by analytical tools.

Following Annexes A, B and C the calculated stress level of subsystem/component shall not exceed the
determined strength. For system optimization it is recommended to apply numerical tools (FEM) calibrated
based on analytical tools, see Annexes A, B and C.

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prEN 16432-2:2014 (E)

Figure 3 — Ballastless track system design calculation and analysis based on analytical tools

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The bending moments and respective the tensile stresses due to different load cases can be determined
separately and superposed finally, see Figure 4. The fatigue tensile strength for oscillating traffic load
calculated based on given constant stresses (e.g. temperature load) shall be higher than stresses due to
given traffic load (including static and dynamic factors).

Figure 4 — Fatigue modelling – Superposition of constant and oscillating loads

6.6.2 Calculations steps

6.6.2.1 Determination of bending moment (bending tensile stress) due to rail seat loads (B1)

The analytical models, see Annex B.1, are:

Slab on Winkler foundation (Westergaard) to determine longitudinal and lateral bending moments and beam
on Winkler foundation (Zimmermann) to determine longitudinal bending moment. The higher longitudinal
stress level shall be used as B1.

Alternative, numerical methods are:

 FEM for system design calculation including subsystems and/or components;

 multi layer theory applicable for asphalt pavements only.

6.6.2.2 Determination of bending moment activated by temperature gradient Δt [K/mm] of rail

supporting subsystems like slabs, pavements, frames or beams caused by surface heating (B2)

The analytical models are edge supported beam or slab, see Annex B.2.2. An alternative numerical method is
FEM.

NOTE Temperature gradient Δt caused by surface cooling is much smaller and therefore not decisive for design.

6.6.2.3 Determination of tensile force activated by cooling ΔT [K] of rail supporting subsystems like
slabs, pavements, frames or beams (B3)

The analytical model is friction model or CRCP model according to Annex B.2.1. An alternative method is
FEM.

6.6.2.4 Superposition of bending moments from traffic and thermal impact (B4)

The load interaction may be done according to fatigue model (Smith), see Annex B.3. An alternative method is
FEM.

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6.6.3 Determination of forces (rail seat loads) between subsystems fastening system and supporting
structure (prefabricated element or pavement)

6.6.3.1 Vertical rail seat loads

To determine the vertical loads acting between rail and supporting structure (prefabricated element/pavement)
following procedure may be applied:

 characteristic (static) load scheme acting on rail plus quasi-static and dynamic effects selected
according to prEN 16432-1:2014;

 rail held by fastening system/embedded rail modelled as an infinite beam with discrete or continuous
elastic support (Winkler) to calculate rail seat loads acting between rail and supporting structure, see
Annex A or FEM calibrated by Annex A.

The rail seat loads shall be given by combination of following parameters: Force [N], contact area [mm²] or
vertical stress [N/mm²].

In case prefabricated elements (e.g. blocks, sleepers) are used to further distribute the load into the
supporting substructure the respective increase of contact area can be taken into account, see Annex B.

6.6.3.2 Lateral rail seat loads

The lateral loads according to prEN 16432-1:2014 may be longitudinally distributed in accordance with the
lateral stiffness of the ballastless track system.

If the lateral stiffness of the balastless track system cannot be defined the horizontal force may be distributed
as follows:

 60% horizontal wheel loading acting on rail seat below wheel;

 each 20% horizontal wheel loading acting on rail seats before and after wheel.

For embedded rail system the rail seat loads may be distributed to respective sections, each 650 mm long.

6.6.4 Prefabricated element loading and load distribution

Vertical and horizontal loading of prefabricated elements differs dependent on contribution to overall bearing
capacity by:

 mainly load spreading by increasing the contact area (blocks);

 mainly load distribution by transversal (sleepers) bending or longitudinal bending (beams or frames) or
combination of both (slabs/pavements).

6.6.4.1 Transversal elements (sleepers) loading and transversal load distribution

Loading of the sleepers acting as a self-standing subsystem (sleeper supported by a pavement) shall follow
the procedures of prEN 13230-6:2014. Eurocodes are not applicable.

The positive and negative bending moments may be calculated from rail seat loads according to
prEN 13230-6:2014.

prEN 13230-6:2014 is also applicable for all prefabricated structures which are designed to follow the function
and design principles of the sleepers.

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 prEN 16432-2:2014 (E)

6.6.4.1 Longitudinal beams, frames loading and longitudinal load distribution

Design criteria for longitudinal structures distributing the loading by bending (flexural resistance) are the
maximum tensile flexural stresses acting in the structure. The longitudinal beam with continuous elastic
support (Winkler foundation) may be used as design model, see Annex B or FEM calibrated by Annex A.

Decisive combination of rail seat loads (vertical/horizontal) shall be used to determine the maximum bending
moment acting in the structure. Rail seat loads which cause a reduction in bending moment shall be removed
from the model. Consequently an iterative approach is needed to determine the decisive number and
arrangement of rail seat loads.

Longitudinal beams supporting the rails shall be connected to each other (-frames) or connected to the
supporting structure which is designed to handle all lateral loading, see 6.6.3 Lateral rail seat loads to control
rail geometry and gauge.

6.6.4.1 Slabs or frames loading and longitudinal and transversal load distribution

Pavement models can be applied, see 6.6.2, Annex B or FEM calibrated by Annex B. Limited dimensions
according to width and length of the prefabricated element shall be taken into account with respect to
respective reduction in bending moment but increase in vertical stresses.

FEM shall be applied using models calibrated by Annex B.

6.6.5 Pavement design

6.6.5.1 Calculation models and limits

Design criteria for all layered structures/pavements as well as prefabricated slabs following the design
principles of pavements and distributing the loading by bending (flexural resistance) are the maximum flexural
tensile stresses acting in the layer(s). Loading of supporting layers (base layers) made by unbound materials
shall be evaluated using vertical compressive stresses, see Annex C. Safety factors applied for traffic loads to
calculate vertical stresses acting on unbound granular materials can be reduced according to Annex C.

Following models may be applied for pavement design:

 slab and beam with continuous elastic support (Winkler foundation) applicable for concrete pavements
and other layers with high flexural resistance and high material strength, see Annex B or FEM;

 multi layer theory (half space) can be applied for asphalt pavement design and for unbound layers.

NOTE For optimisation of design (mainly individual layer thickness and width) it is highly recommended to apply
Finite-Element-Models which shall be calibrated and verified using the design procedures covered by Annex B.

Decisive combination of rail seat loads shall be used to determine the maximum bending moment acting in the
pavement structure, see Annex B.

Decisive tensile flexural stress (bending tensile stress) of all layers of a multilayered system shall be
calculated. Stresses shall not exceed tensile flexural fatigue strength, see Annex B.

6.6.5.2 Continuously reinforced concrete pavement (CRCP)

The design of CRCP-layers is based on cracking behaviour which may be random cracking or controlled
cracking. Average crack width and crack distance of CRCP with random cracking or controlled cracking is
mainly influenced by amount of reinforcement and tensile strength of the concrete. Calculations on amount of
reinforcement and crack/joint distance can be done according to Annex B.2.2 or using FEM.

Flexural fatigue strength may be calculated according to Annex B. The higher stress calculated according to
Annex B.2.1 (temperature gradient Δt [K/mm]) and according to Annex B.2.2 (temperature drop ΔT [K]) shall
be taken as time constant stress for determination of flexural fatigue strength.

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prEN 16432-2:2014 (E)

NOTE 1 Typical input parameters for CRCP design and pavement materials according to 10.1.2 are:

 concrete Young´s Modulus E = 34 000 N/mm²;

 concrete Poisson´s ratio μ=0,16;

 concrete Coefficient of thermal expansion αt = 1,0 x10 ;

-5

 steel reinforcement Young´s Modulus E = 210 000 N/mm²;

 steel reinforcement; coefficient of thermal expansion αt = 1,2 x 10 .

-5

NOTE 2 Acceptable flexural fatigue stress activated by traffic loading is typically 1,8 N/mm²up to 2,0 N/mm² dependent
on joint spacing.

6.6.5.3 Jointed plain concrete pavements (JPCP)

The design of JPCP concrete pavement is based on controlled cracking by transversal joints. Maximum
allowable flexural fatigue stress due to vehicle load σQ may be calculated using procedures of Annex B.

NOTE Typical input parameters for JPCP design and concrete pavement materials according to 10.1.2 are:

 concrete Young´s Modulus E = 34000 N/mm²;

 concrete Poisson´s ratio μ=0,16;

 concrete coefficient of thermal expansion αt = 1,0 x 10 .

-5.

6.6.5.4 Asphalt pavements

Maximum allowable flexural fatigue stress activated by vehicle load (B 1) may be calculated using procedures
of Annex B or FEM. Design optimisation may be done based on multi-layer theory model or FEM.

Unless otherwise specified the Young´s modulus shall be set equal to E= 5 000 N/mm² (annual average
value) and the mean flexural fatigue strength equal to 0,80 N/mm².

6.6.5.1 Base layers

6.6.5.1.1 Cement treated or bituminous base layers

Maximum allowable flexural fatigue stress due to vehicle load σQ may be calculated using procedures of
Annex B.

For cement treated base layer:

 Unless otherwise specified the Young´s modulus shall be set equal to a range of E= 5 000 N/mm² up
to E=10 000 N/mm². In case the compressive strength is ≥ 15 N/mm² the maximum allowable flexural
fatigue stress can be set to 0,80 N/mm².

For bituminous (asphalt) base layer:

 Unless otherwise specified the Young´s modulus shall be set equal to E= 5 000 N/mm² (annual
average value) and the mean flexural fatigue strength equal to 0,80 N/mm².

6.6.5.1.2 Unbound base layers

Vertical stresses due to static, quasi-static and dynamic traffic load acting on unbound base layers can be
calculated based on the deflection of the slab or pavement.

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 prEN 16432-2:2014 (E)

σz = k× y

where

σz is vertical stress in [N/mm²];

k is the bedding modulus in [N/mm³], see Annex B;

y is the vertical deflection of slab or pavement in [mm].

Alternatively vertical stress can be calculated by load distribution according to procedure Annex C.

Unless otherwise specified a dynamic factor 1,17 equivalent to confidence level 68,7% (standard deviation
t=1) shall be applied to determine dynamic stress level.

NOTE Unbound layers, subgrade and subsoil are not affected by risk of cracking or other sudden failures. The
decisive failure mode is uneven plastic deformation along slab/pavement support. Consequently the confidence level used
to determine dynamic factors may be reduced to 68,7 % for the design of such subsystems.

Unless otherwise specified vertical stresses due to traffic load acting on unbound granular material
(determination according to Annex B and Annex C) shall not exceed σz = 0,050 N/mm²

or

maximum allowable stress due to traffic load (vertical compressive strength of unbound materials) can be
calculated according to Heukelom and Klomp as follows:

0,006 × Edyn (1)

max σ z =
1 + 0,7 lg ( n )

where

max σz is maximum allowable vertical stress in [N/mm²];

6
n number of load cycles; Unless otherwise specified n = 2 x 10 ;

Edyn dynamic Young´s modulus in [N/mm²]; unless otherwise specified Edyn = Ev2.

6.7 Loading of substructure

Unless otherwise specified vertical stresses activated by traffic load acting on subsoil or subgrade as well as
maximum allowable vertical stress (vertical compressive strength) can be determined according to 6.6,
Annex C or FEM.

6.8 Transitions

A special construction is required between:

 ballastless track and ballasted track;

 different types of ballastless tracks (for stiffness transitions).

At the transition between ballastless track and ballasted track, different vertical deflections at the rail can
occur. These different deflections can result in similar load distributions as for a sudden change in stiffness,
leading to increased settlement of the ballasted track and an increased degradation risk at the ballasted track
supports.

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prEN 16432-2:2014 (E)

Therefore the transition zone should be designed in order to limit the differential settlement to a minimum:

 no sudden change in stiffness should occur at the transition. For this reason elastic rail pads, USP or
ballast mats can be applied;

 the stiffness should preferably be chosen to maintain the higher vertical deflections;

 the pavement should continue under the ballast;

 the ballast could be glued;

 additional rails could be installed to increase the load distribution.

Every stiffness zone should have a minimum length of V [m/s] x 0,5 [s] or of the wagon or of the locomotive,
whichever is longest. The difference in rail deflection over any intermediate transition length should not
exceed 0,5 mm.

At the transition between different ballastless track systems and for different vertical deflections, it is
recommended to apply that every stiffness zone should have a minimum length of of V [m/s] x 0,5 [s] or of the
wagon or of the locomotive, whichever is longest. The difference in rail deflection over any intermediate
transition length should not exceed 0,5 mm.

7 Rails
The rail profile taken into account shall be according to EN 13674-1, EN 13674-2 and EN 13674-3. If other rail
profiles may be used the comparability in function shall be demonstrated.

8 Rail fastening systems

8.1 General

The requirements for rail fastening systems are defined in EN 13481-5.

NOTE Testing of rail fastening systems is given in EN 13146 series.

8.1.1 Considerations relating to fastening systems for ballastless track system design

When designing ballastless track system, the combined resilient properties from all of the fastenings elements
shall be considered, e.g. use of resilient fastenings on a floating slab track (FST).

8.1.2 Rail fastening spacing

If not supported continuously, rail is typically supported at a spacing range of 0,6 m to 0,75 m. Spacings
outside of this range need to be assessed individually based on the traffic conditions, track geometry and the
line speed. These spacings shall be supported by appropriate test data.

8.1.3 Adjustment

Adjustments of the rail fastening systems shall be considered to be essential for the following reasons:

 to deal with issues of component wear, track subsidence and/or other unaccounted for movement;

 to provide the lateral and vertical rail adjustment required to meet the track tolerance.

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 prEN 16432-2:2014 (E)

9 Prefabricated Elements

9.1 General

Integrated prefabricated elements form ballastless track systems in combination with in place construction
components like filling layer, pavements, hydraulic base layers etc.. Characteristics of the prefabricated
elements, in place construction components and its connection properties determine the system performance
with regard to the track rigidity and the support stiffness. The characteristics of a rigid or resilient track shall be
included in the system design and in the calculation of the track model.

Two groups of prefabricated elements are established. The first is formed by small size or linear elements like
sleepers, blocks and bearers. The second is formed by two dimensional elements like slabs, frames etc.

Integrated prefabricated elements form ballastless track systems in combination with in place construction
components like filling layer, pavements, hydraulic base layers etc.

Characteristics of the prefabricated elements, in place construction components and its connection properties
determine the system performance with regard to the track stiffness.

9.1.1 Filling Layer

When precast blocks or sleepers are used (not in the case of precast slabs) the surface of the filling layer
forms the top of the ballastless track system.

The surface shall be plain with integrated slope for surface drainage and made of sustainable material.

In addition to the description in 10.1.3 the filling layer is installed in combination with prefabricated elements
on the pavement layer. It is placed in a second working stage subsequent the construction of the pavement
layer and installation of prefabricated elements. The filling layer shall act as a monolithic structure connecting
prefabricated elements to a track system and establishing bond to the pavement.

9.1.2 Concrete filling layer

The concrete filling layer is designed to form an independent layer of concrete integrating sleepers, blocks or
other prefabricated elements and is placed in a second working stage on the pavement. In further technical
terms the concrete filling layer is equal as described in 10.1.3.1. In addition the concrete filling layer shall
provide adequate stability.

9.2 General design considerations

9.2.1 Data to be supplied for the general system design

 Geometrical and mechanical data of each element. If non linear method of calculus is intended in the
general system design, the reinforcement details and constitutive equations of the materials shall be
given;

 connection conditions to the "in situ" or other prefabricated elements of the system. Topics like
punctual or continuous, elastic or rigid, bonded or unbonded connection are relevant. The particular
load- displacement behaviour shall be specified;

 general construction process including precast process, manipulation, transport and construction
stages, so the loadings associated to this particular steps can be taking into account.

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prEN 16432-2:2014 (E)

9.2.2 Individual precast element design

9.2.2.1 Load distribution and internal forces

As a result of the system design process the load distribution and the forces acting on each prefabricated
concrete element of the ballastless track system, also the forces and stresses for the connecting system and
devices are given.
The transfer of loads shall be done within a contact area which offers acceptable stresses, applicable by the
precast element and the structure supporting the element.

9.2.2.2 Design

The most general method is the application of existing standards to elements like sleepers, blocks and
bearers. This is covered in prEN 13230:2014 series and EN 13481 series. The system designer shall provide
those tolerances of the prefabricated track component which are specific to ensure the required track quality
of the entire ballastless track system.
For elements like frames, slabs which are not covered by previous standards the general methods of design
of continuous media shall be applied, e.g. EN 1992 series.

9.3 Manufacturing process

9.3.1 General requirements

Details of production plant and equipment are part of the design of the prefabrication. The processes for
curing, formwork removal and handling conditions of the prefabricated concrete elements are part of the
manufacturing process. Any change in the manufacturing process shall be verified and documented.

The concrete and air temperature shall be monitored at least in the testing phase of the production. When the
relationship between concrete and air temperature is evident at all stages throughout the curing cycle, it is
permissible for the air temperature within the immediate curing environment to be measured instead of the
concrete temperature.

When the temperature is measured in the concrete, it shall be measured as near as possible at the mid depth
and at the mid width of the element.

9.3.2 Curing

Curing and protection should start as soon as possible after the compaction of the concrete and continue
according to prEN 13230-1:2014, clause 6.2, Figures 4 and 5 to ensure durability.

The curing procedure applied to the element shall be chosen in accordance with required interface conditions,
e.g. bond, defined by system design.

9.3.3 Surface finish

For the specification of the surface characteristics of a precast element, reference should be made to
prEN 13230-1:2014 for concrete sleepers and bearers and EN 13369:2013, Annex J.4 for the surface items to
be described of other precast elements.

9.3.4 Marking

It is recommended to identify each element with permanent marking to ensure traceability.

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 prEN 16432-2:2014 (E)

9.4 Quality control

9.4.1 General

A quality management system shall be operated, which is defined and maintained in a quality manual. This
manual shall address all actions, functions and resources, procedures and practices concerned with achieving
and providing documentary evidence that the quality of the delivered concrete element and services are in line
with the requirements.

The quality manual shall include a quality plan for the production of concrete elements, which defines and
details at least the following:

 the organization, structure and responsibilities;

 all the materials, processes and procedures for manufacturing, storing and transporting of the
concrete elements;

 all testing requirements including definition of testing equipment, method of testing, frequency of
tests, etc.;

 all other quality control procedures to ensure and verify that the concrete elements and services
provided are to the requirements.

NOTE Guidance on quality systems is given in EN ISO 9000.

9.4.2 Quality control during design approval tests

The quality documents in relation with the pre-fabricated elements which shall be submitted for design
approval are at least:

 detailed drawings of the element and components included;

 detailed information of the reinforcing system (including anchoring system for pre-stressed elements),
if applicable;

 detailed information about material composition;

 procedure showing how all requirements are fulfilled. This includes:

 geometrical tests with description of the gauge and measurement method for each dimension;

 calculations and optionally load tests on concrete elements with the description of the measurement
means and method;

 general description of the manufacturing process;

 test report showing compliance of the elements with the dimensions and maximum specified
tolerances.

9.4.3 Quality control during manufacturing

Prior to start of manufacturing a quality plan including all quality documents in relation with the acceptance of
materials and manufacturing of the concrete elements shall be established.

For routine tests, alternative test arrangements can be used if evidence of results complying with approved
test arrangements can be provided.

The quality plan shall detail at least:

27
prEN 16432-2:2014 (E)

 frequency of testing for each dimensional requirement;

 if part of the quality control frequency for load tests on concrete elements;

 mechanism used to increase the testing frequency when defects are identified;

 actions to be taken in the case of defects being found to ensure remedial works and recheck for
compliance or not acceptance for delivery.

9.5 Concrete sleepers, bearers and blocks

a) Concrete sleepers bearers and blocks which are supported by pavements are defined in
prEN 13230:2014 series;

b) concrete sleepers bearers and blocks which are independent from the surrounding concrete linked by
rigid or stiff intermediate layers or interfaces are defined in prEN 13230:2014 series;

c) concrete sleepers, bearers and blocks which are independent from the surrounding concrete linked by
elastic intermediate layers or interfaces are defined in prEN 13230:2014 series and EN 13481-5;

d) where concrete sleepers, bearers and blocks are integrated into the slab or the pavement (monolithic
systems) and designed to withstand the loading together a durable bond with the slab shall be
demonstrated. Except for design prEN 13230-1:2014, prEN 13230-2:2014, prEN 13230-3:2014,
prEN 13230-4:2014 and prEN 13230-5:2014 define the relevant procedures.

NOTE In case of a), b) and c) the design by test method explained in EN 13230-6 can be useful.

The design load may be obtained according to prEN 13230-6:2014, Annex A. For this purpose the stiffness of
the ballast shall be replaced by those of the elastic support. Also the irregularity support condition on the
ballast parameters, kr, ki,r and ki,c shall be adapted.

9.6 Prefabricated slabs and frames

9.6.1 Cassification

9.6.1.1 Classification in longitudinal sense

Continuous in longitudinal sense (connected slabs):

Prefabricated slabs are installed on-site and connected by steel and concrete filling of the joints to a
monolithic, persistent track system.

Independent in longitudinal sense:

Connection of adjacent slabs by the passing through rails and under-pour concrete. The open joint is enabling
length compensation between adjacent slabs. Therefore any restraints caused by temperature or shrinkage
cannot cause any damage in the slabs. The transverse and longitudinal displacement resistance shall be
ensured by tapered grouting openings or other types of restraints.

9.6.1.2 Classification according the support conditions on the underneath layer

After installing and adjusting the slabs the gap between the supporting structure and the underneath layer of
the slabs shall be grouted, so that the slabs are solidly connected with the supporting structure, such as, e.g.
concrete base layer, tunnel invert, bridge construction, hydraulically bonded base layer or mass spring
system. For grouting a self-compacting concrete or mortar may be used to avoid vibrating because of the
exactly adjusted track. Alternatively bituminous or low strength material may be used for grouting. It shall be
ensured that the grouting material shows low shrinkage performance and does not deform plastically. The

28
 prEN 16432-2:2014 (E)

pourable concrete or mortar joins the slab to the support structure and is levelling the slabs. Concerning the
thickness there are different possibilities:

 slim: compact lay-out, no reinforcement

or

 thick: reinforced in order to limit wide cracks.

To attenuate vibrations and structure-borne noise and for distribution of load peaks or to avoid steep load
transmission an elastic layer may be affixed on the underneath of the slabs or in general on all surfaces which
adjoin the base structure. As a consequence the slabs perform like a light-weight mass spring system.

9.6.1.3 Classification according to the kind of reinforcement

 Reinforced concrete slabs with un-tensioned reinforcement;

 pre-stressed reinforced concrete slab (in longitudinal and lateral or in lateral direction only);

 combined solutions for reinforcement,. e.g. use of steel fibered concrete to support reinforcement in
areas of supporting points and to avoid influences on electro-magnetic track equipment;

 fibres.

9.6.2 Design

The general requirements in 9.1 shall be applied.

9.6.2.1 Design of active and passive reinforcement, limit states, fatigue checking

For the application of EN 1992-1-1, the following requirements shall be fulfilled:

 Ultimate Limit States (ULS) according to EN 1992-2:2005 + AC:2008, clause 6, EN 1992-1-1;

 Serviceability Limit States (SLS) according to EN 1992-2:2005 + AC:2008, clause 7, EN 1992-1-1;

 fatigue checking according to EN 1992-2:2005 + AC:2008, clause 6.8.

NOTE 1 For fatigue compression of concrete no verification is necessary if the maximum stresses under frequent loads
are below 0,5 fck (fatigue tensile strength of 0,5 fctk can also be accepted).

fck characteristic concrete compressive strength (cylinder) after 28 days;

fctk characteristic concrete tensile strength.

NOTE 2 Checking of the tensile stress in pre-stressed solution can be according to prEN 13230-6:2014. Furthermore:

 damage equivalent stresses for fatigue checking according to EN 1992-2:2005+AC:2008, Annex NN;

 detailing of reinforcement and pre-stressing tendons according to EN 1992-2:2005+AC:2008,clause 8;

 detailing of members and particular rules according to EN 1992-2:2005+AC:2008, clause 9;

 design of reinforcement according to EN 1992-2:2005+AC:2008, clause 6 (Ultimate Limit States) and

EN 1992-2:2005+AC:2008, clause 7 (Serviceability Limit States).

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prEN 16432-2:2014 (E)

9.6.2.2 Durability, cover, environmental conditions, material characteristics, crack control

 Durability and concrete cover of reinforcement shall be according to EN 1992-2:2005+AC:2008,

clause 4, including the national application document that normally improves the general
requirements introducing the benefits of high quality cement or detailing the case of pretensioned
prestressing tendons;

 exposure classes related to environmental actions shall be according to EN 206-1:2000+A2:2005,

4.1 respectively EN 1992-1-1:2004+AC 2010, Table 4.1;

 mechanical properties of concrete and steel shall be according to EN 1992-2:2005 + AC 2008,

clause 3 respectively EN 206-1;

 crack control shall be according to EN 1992-2:2003+AC 2010, clause 7.3;

 EN 1992-1-1:2004+AC 2010, clause 7.3 additional functional crack conditions can be included as
well as precise specified experimental methods to checking real cracking as alternative to calculus.

9.6.3 Materials

Specific materials and elements are:

 Concrete, steel fibre concrete, polypropylene fibre concrete;

 reinforcement steel BST 500 minimum, pre-stressing steel;

 rail fastening for pre-assembly in factory;

 distance pieces for concreting, plastic anchors;

 possibly resilient layer fixed with adhesive, hydro waxing;

 earthing connectors.

Pre-stressing:

 Directly bonded according to EN 1992-1 and EN 1992-2;

 post-tensioned slabs according to EN 1992-1 and EN 1992-2.

9.6.4 Geometrical tolerances

A quality system shall be provided, which is defined and maintained in a quality manual. This manual shall
address all testing requirements including definition of testing equipment, method of testing, frequency of test
etc.. The geometrical tolerances shall be fixed in this quality manual.

In particular following quality characteristics shall be checked:

 Length;

 width;

 thickness;

 rail seat distance;

 dimension of grouting openings;

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 prEN 16432-2:2014 (E)

 exterior and inner rail support point distance;

 depth gauge;

 inclination;

 surface and planarity.

9.6.5 Storage, handling, transport and on-site installation

9.6.5.1 General

The outstanding performance of a ballastless track system requires a high level of accuracy and quality during
storage, handling, transport and on-site installation of the slabs. This clause defines the minimum
requirements. Each slab shall be labelled with details of type, production batch number and date of
manufacture.

9.6.5.2 Storage, handling and transport

Unacceptable and unforeseen loads, stresses and deflections in the slabs shall be avoided at any state and
under any circumstance. A method statement shall be provided in order to ensure that the slabs are stored,
handled and transported safely. This method statement includes:

 maximum number of slabs mounted on top of each other;

 method for the slab storage (3-point-mounting, 4-point-mounting, etc.);

 equipment used for the storage, handling and transport of the slabs.

9.6.5.3 On-site installation

A method statement shall be provided with regard to the on-site installation of the precast slabs as part of the
track system. This method statement includes the slab installation method step by step which ensures that the
geometrical tolerances defined in the quality plan are met:

 Vertical position of the track;

 horizontal position of the track;

 rail gauge;

 rail seat distance.

It shall be ensured that the slabs are continuously supported and bedded. In case that the slabs are grouted
on site with concrete, the entire bottom of the slabs shall be consistently filled which shall be checked and
proven with suitable measures, e.g. endoscope testing. For other types of grouting similar methods shall be
applied.

Information for quality control tests during on-site installation is given in Annex E; Table E.4.

10 Pavements (layered structure)

Ballastless track system with continuous support by substructure, e.g. embankment, bridges, tunnels, and
continuous load distribution into the substructure can be designed using a single or multi-layered pavement
made by bound materials, e.g. concrete, asphalt or composites, and unbound materials. The pavement (single
or multi-layered structure) shall act as a monolithic structure also in terms of handling horizontal loads and
uplift forces dependent on design. This shall be achieved by continuous bond between layers, friction,
connectors or a combination of different measures.

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prEN 16432-2:2014 (E)

Stiffness of the layer materials used for the pavement shall be increasing from the bottom (interface to
substructure) to top (interface to next subsystem).

10.1 Concrete pavements

10.1.1 Application

Concrete pavements can be designed as a single concrete layer or a set of concrete and other cementitious
layers paved in-situ to handle discrete rail seats (fastening systems), embedded rails or to support pre-
fabricated elements.

Principle designs shall be according to 5.2.2 and 5.2.3.

Concrete pavements for the ballastless track system shall generally comply with EN 13877-1 and
EN 13877-2.

10.1.2 Materials

Concrete design and concrete materials shall be in accordance with EN 13877-1. The concrete shall be in
accordance with EN 206-1 and the following requirements:

 Exposure class XF4 unless otherwise specified;

 minimum compressive strength shall be class C 30/37 N/mm² unless otherwise required;

 flexural strength shall be class F4,5 (4,5 N/mm²) or higher (> 5,5 N/mm²) confirmed by initial testing;

 water/cement ratio shall be less than 0,45 (shrinkage);

 minimum cement content shall be 340 kg/m³;

 air void content shall be fixed according to local climatic conditions;

 use of low-alkali cement with total alkali content, stated as Na2O equivalent, less or equal to 0,60 %
and SO3 content less or equal to 3,0 %;


3
total mass of reactive alkalis in the concrete may not exceed 3,0 kg/m .

The use of Portland type CEM I is recommended. Cement other than type CEM I shall only be used if the
durability of the pavement can be demonstrated and approval is obtained from the purchaser.

10.1.3 Functional requirements

With respect to continuous design and paving in longitudinal direction respective measures to control cracking
shall be selected. Cracking behaviour of the concrete pavement shall be integrated in pavement design by
measures to control crack width, see 6.6.5.2 for CRCP and/or by introducing sealed joints, see 6.6.5.3 for
JRCP.

10.1.3.1 Continuously reinforced concrete pavement (CRCP)

The longitudinal and transversal reinforcing bars shall be installed in the middle or close to the middle of the
concrete layer (close to neutral axis of the layer) to control cracking due to shrinkage and cooling and to offer
vertical load transfer at the crack. The longitudinal and transversal reinforcement shall not handle bending
moments activated by train loads or environmental impacts. Consequently the flexural fatigue strength, see
10.1.2, shall be used as design criteria.

Maximum crack width shall not exceed 0,5 mm unless otherwise specified.

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 prEN 16432-2:2014 (E)

Typical amount of reinforcement is as follows (but not limited to):

 0,8 % – 0,9 % of concrete pavement cross section for standard CRCP;

 0,4 % - 0,5 % of concrete pavement cross section for jointed reinforced concrete pavements JRCP;

 other designs are possible.

Efficiency and durability of vertical load transfer at crack requires respective diameters of reinforcement, e.g.
diameter 20 mm for longitudinal bars.

Deformed (ribbed) reinforcement shall be used with a grade of at least B 500 and it shall comply with
EN 10080.

10.1.3.2 Plain concrete pavements

Plain (unreinforced) concrete pavements shall be designed in such a way that cracking is safely controlled by
joints (jointed plain concrete pavements JPCP). Cracks outside joints are not acceptable. Joints shall be
designed accordingly and are typically equipped with joint sealants to protect the structure from attack of
water (crack width could be more than 0,5 mm) and with dowel bars to achieve sufficient transfer of vertical
load at the joint.

Joint design should preferably give quadratic plates. Plate length shall not exceed 25-fold of pavement
thickness.

Longitudinal joints are not allowed except between tracks.

Dowels shall comply with EN 13877-3. Unless otherwise specified the minimum diameter shall be
25 mm and the length shall be 500 mm.

Need of local or partial reinforcement shall be decided based on individual design.

10.1.3.3 Concrete pavements with integrated rails (embedded rails) or discrete rail seats (fastening
systems)

The principle design shall be according to 5.2.1 (embedded rails) or 5.2.2.4 (discrete rail seats). The materials
shall be according to 10.1.2, the functional requirements shall be according to 10.1.3.

This design principle is omitting the subsystem prefabricated element. Therefore the concrete pavement shall
provide all the functions of such elements, e.g. sleeper, in terms of accurate rail alignment and safe and sound
load transfer from rail into substructure.

In addition to the requirements of 10.1.3 the following requirements shall be applied:

 For ballastless track system using discrete rail seats which are directly connected to the concrete
pavement (CRCP) it shall be demonstrated that contact area of the fastening system (especially
connectors, e.g. dowels) is not affected by cracking behaviour of concrete pavement (CRCP).
Controlled cracking for CRCP may be required, e.g. by using joints. Joints may require joint sealing
(see JPCP) dependent on predicted crack width, e.g. predicted crack widths more than 0,5 mm
requires joint sealants;

 for embedded rail systems random cracking of CRCP is acceptable unless otherwise specified;

 other pavement types may be used. It shall be demonstrated that all requirements concerning track
geometry are met during service live.

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prEN 16432-2:2014 (E)

10.1.3.4 Concrete pavements supporting prefabricated elements (sleepers)

The principle design shall be according to 5.2.2.1. The materials shall be according to 10.1.2, the functional
requirements shall be according to 10.1.3.

Concrete pavements supporting prefabricated elements (sleepers on top of the pavement, not integrated)
shall be equipped with respective interfaces/connectors to handle longitudinal and transversal forces activated
by train runs and climatic impacts distributed to the prefabricated element, see prEN 16432-1:2014, clause
6.2. Vertical load transfer at the interface between prefabricated element and concrete shall be smooth and
uniform, a respective interlayer, e.g. geotextile, may be required.

Ballastless track system design shall demonstrate how tolerances in pavement surface as well as in
prefabricated element (sleeper height) are compensated, e.g. by introducing an intermediate layer.

Concrete pavements supporting prefabricated elements (sleepers) can be designed as continuous or

discontinuous, jointed pavements.

10.1.3.5 Concrete pavement with integrated prefabricated element independent from the pavement
structures

The prefabricated elements covered by this clause and designed for being integrated in the concrete
pavement are defined in 9. The principle design shall be according to 5.2.2.2. The materials shall be
according to 10.1.2, the functional requirements shall be according to 10.1.3.

The concrete pavement shall hold the prefabricated elements in their geometrical position and transfer all
loads resulting out of traffic and environment to the layer supporting the concrete pavement. The elements
integrated in the concrete pavements may provide the required track elasticity.

The decoupling of the pre-fabricated element from the concrete of the concrete pavement shall be achieved
by a component surrounding the part of the pre-fabricated element integrated in the pavement.

The design of the concrete pavement shall have no negative impact on the durability and function of the
prefabricated elements and keep the integrated elements free of cracks.

10.1.3.6 Concrete pavement with monolithically integrated prefabricated element

The prefabricated elements covered by this clause and designed for being integrated in the concrete
pavement are defined in 9.

The principle design shall be according to 5.2.2.3. The materials shall be according to 10.1.2, the functional
requirements shall be according to 10.1.3.

The integrated prefabricated element acts in combination with the pavement (see prefabricated elements).
Consequently the pavement shall fulfil following additional requirements:

 Concrete pavement (CRCP) shall be designed in such a way that there is no negative impact on the
prefabricated element in terms of function during service live;

 integrated element shall remain free of cracks (controlled crack formation may be required for the
CRCP) unless controlled cracking of the prefabricated element is integrated in its design;

 bond between integrated element and concrete pavement (CRCP) is essential in case the integrated
element is not designed to handle loads between rail and supporting structure by itself. A monolithic
structure shall be achieved. It shall be demonstrated how the bond between the integrated elements
within the continuously reinforced concrete pavement is achieved.

Pavement types other than CRCP may be used. It shall be demonstrated that all requirements concerning
track geometry are met during service live.

34
 prEN 16432-2:2014 (E)

10.2 Asphalt pavements

10.2.1 Application

The principle design shall be according to 5.2.2.1.

Asphalt pavements shall only be used to support prefabricated elements (e.g. sleepers, blocks, slabs or other
elements) which are able to provide exact rail alignment, gauge and rail inclination during service life. Asphalt
pavements shall not be used for direct fixation of fastening systems. This is due to viscous behaviour of
bituminous binders. Loads shall be distributed by prefabricated elements (e.g. sleepers, blocks, slabs etc.)
into the asphalt pavement. Such interface areas shall be properly designed to limit contact stresses by
sufficient size and properties. Due to uplift forces and vertical movements activated by the bending behaviour
of the rail (no restrain by asphalt material) the interface between asphalt and prefabricated element may
require an intermediate layer (e.g. geo-textile, non woven fabric, etc.).

NOTE Contact stresses activated by train loads on top of the asphalt pavement should be uniform and below
0,5 N/mm².

10.2.2 Design principles

Asphalt pavement design (and installation) shall follow national standards for asphalt roads. Special
requirements for ballastless track system application are:

 Higher static and dynamic loading;

 longer service life.

Unless otherwise specified plastic deformation of asphalt layers (vertical and horizontal) due to viscosity of
bituminous materials, temperature load and solar radiation shall be controlled by surface coverage.

NOTE This measure could also improve the noise absorption. Noise absorbers, ballast and other components or
materials can be used.

To prevent penetration of oxygen and water which has a significant influence in the asphalt aging process, the
top layer should be installed with a higher degree of compaction and with smaller void content than for the
underlying layers, see Table 1.

To achieve required bearing capacity and surface geometry asphalt pavements shall be installed using a
certain sequence of layers which may have different, functions, materials and properties. Bond between layers
to achieve a monolithic structure shall be done according to the national standards for asphalt roads.

NOTE Typical total thickness of asphalt pavement is 300 mm.

In case the asphalt pavement is supported by a cementitious layer the risk of reflective cracking shall be
covered by respective measures according to 10.3.

10.2.3 Geometrical requirements

Ballastless track system design shall demonstrate how tolerances in pavement surface as well as in sleeper
or slab height are compensated.

Surface of the asphalt pavement shall be designed according to the geometrical requirements of the elements
(e.g. sleepers, blocks, slabs, etc.) distributing the load into the asphalt pavement.

10.2.4 Asphalt materials and mix design

Asphalt pavement shall be designed by materials and mixes that meet the requirements for resistance to:

 permanent deformation;

35
prEN 16432-2:2014 (E)

 fatigue;

 cracking at low temperatures.

Bitumen and aggregates shall be selected according to national standards for asphalt roads assuming special,
high loading. Asphalt mixture shall be done with respect to high density (minimum void content of final layer
should be achieved) and high Marshal stability. Polymer modified bitumen (PmB) according to EN 14023 and
crushed aggregates with grain size more than 2 mm (chippings) are recommended. Initial testing is required.

10.2.5 Materials for surface layer

Suitable materials for surface layer are asphalt mixtures with high stability (S) according to
FprEN 13108-1:2013 and SMA according to prEN 13108-5:2013.

Polymer modified bitumen (PmB) shall be used according to EN 14023.

Surface layer shall show high density which can be achieved by high binder content.

10.2.6 Requirements for layers

Asphalt pavements may consist of layers shown in Table 1 but are not limited to it.

Table 1 — Requirements for layer

Asphalt base course Asphalt binder* Surface layer (AC or SMA)
Marshal stability ≥ 14kN
Void content
(using Marshal test 5 %- 10 % 3,5 % - 6,5 % 2,5 %- 3 %
specimen)
Flow value 1,5 mm – 4 mm
Density
≥ 99 % ≥ 99 % ≥ 99 %
(final layer)
Void content
≤ 10 Vol % ≤ 5 Vol % ≤ 4 Vol %
(final layer)
*if used

Aggregates for asphalt pavements shall meet requirements according to EN 1097-6 and prEN 13043:2011.

10.3 Unbound, hydraulically bound and bituminous bound base-layers

10.3.1 Application

Base layers are built as part of the multi-layered pavement structure (made by concrete or asphalt) or as
supporting layer for pre-fabricated slabs (see prefabricated elements). Base layers shall be designed to
sufficiently contribute to the system bearing capacity and shall fulfil frost resistance requirements.

Minimum total thickness of all frost resistant layers of superstructure shall be according to frost penetration
depth.

Base layers are laid on the substructure and may consist of different layers, like unbound, hydraulically bound
or bitumen bound layers or their combination. Combination of layers with different binders may require
respective measures, e.g. to control reflective cracking.

Unbound base layers used for direct support of concrete pavements shall be designed as crushed stone base
layers according to 10.3.6 to withstand erosive effects.

36
 prEN 16432-2:2014 (E)

10.3.2 Hydraulically bound base layer

Material of hydraulically bound layer consist a mixture of aggregates, cement or hydraulic road binder and
water, possibly additives. Hydraulically bound mixture shall be in accordance with the relevant part of
EN 14227-1 depending on the type of binder used. Aggregates for hydraulically bound materials shall be in
accordance with EN 13242.

Hydraulically bound layers can be designed as Cement Treated Base layers (CTB) or concrete layers and can
be built with or without transversal kerbs. Depth of kerbs shall be at least 35 % of layer thickness; kerb
spacing shall not exceed 5 m.

If a hydraulically bound base layer is supporting a Jointed Concrete Pavement than kerbs shall be introduced
according to the joint-layout of the concrete pavement or a separating layer (e.g. geotextile) between concrete
pavement and hydraulically bound base layer shall be used to avoid reflective cracking.

If an hydraulically bound base layer is supporting an asphalt pavement than kerbs shall be introduced in the
hydraulically bound base layer. Kerb spacing shall not exceed 5 m and minimum thickness of the asphalt
pavement shall be 14 cm.

10.3.3 Cement treated base layer (CTB)

Following requirements shall be fulfilled:

 Proctor density ≥ 98 %;

 Compressive strength;

 below asphalt pavements:

target value 7 N/mm² test specimen proctor height/diameter = 125 mm/150 mm;

 below concrete pavements:

≥ 15 N/mm² using proctor test specimen, height/diameter = 125 mm/150 mm;

 minimum content of cement ≥ 3 %.

10.3.4 Concrete base layer

Following requirements shall be fulfilled:

 Rc class C12/15 up to C20/25 according to EN 206;

 aggregates according to EN 206.

Following binders may be used:

 Cement according to prEN 197-1:2014;

 Hydraulic Road Binder (HRB) HRB 12,5 E;

 HRB 32,5 E.

10.3.5 Bituminous base layer

Bituminous base layers may be used to support:

 Concrete slabs (see prefabricated elements) or concrete pavements;

37
prEN 16432-2:2014 (E)

 asphalt pavements, see 10.2. In this case the bituminous base layer is dealt to be the bottom part of
the asphalt pavement.

Materials used are asphalt concrete (AC) or hot rolled asphalt consisting of aggregates and binder, possibly
additives.

10.3.6 Unbound base layer

Material of unbound layers consisting of unbound mixture (natural crushed all-in aggregates) shall be in
accordance with EN 13285 and following acceptance criteria. Aggregates for unbound mixture shall be in
accordance with EN 13242.

Geosynthetic elements, e.g. geotextiles, geogrids, may be embedded into or below unbound layer. Material
properties of geosynthetic elements shall comply with the relevant standards and their design should be
based on local conditions.

Unbound layers can be used as crushed stone or gravel base layer, covered by asphalt or cement treated
base layer. Unless otherwise specified minimum requirements are:

 Proctor Density Dpr = 103 %;

 Modulus of deformation EV2 = 150 N/mm²;

 Permeability k ≥ 5∙10 m/s;

-5

 Fines < 0,063 mm maximum 7 M %;

 Evenness of final layer: Maximum tolerance 2 cm according to reference base length 4 m.

Crushed stone base layer, used as direct support of concrete pavement shall fulfil special requirements to
provide high resistance against deformation. Unless otherwise specified minimum requirements are:

 Proctor Density Dpr = 103 %;

 Modulus of deformation EV2 = 180 N/mm²;

 CBR ≥ 80 % according to EN 13286-47 (aggregates > 22 mm separated before testing) to

demonstrate sufficient stability of layer material;

 Permeability k ≥ 5 x∙10 m/s;

-5

 Fines < 0,063 mm maximum 3 M % in mix, respectively 5 M % after compaction of layer;

 Evenness of final layer: Maximum tolerance 2 cm according to reference base length 4 m.

Frost blanket layer shall fulfil unless otherwise specified following minimum requirements:

 Proctor Density Dpr = 103 %;

 Modulus of deformation EV2 = 120 N/mm²;

 Evenness of final layer: Maximum tolerance 2 cm according to reference base length 4 m.

38
 prEN 16432-2:2014 (E)

11 Intermediate Layers

11.1 Functions of intermediate layers

When designing the ballastless track system, the combined properties from all of the intermediate layers if
applicable for ballastless track system design shall be considered, e.g. use of a layer for electrical isolation
needs to consider the frictional properties resulting from using this layer.

Intermediate layers may be used for ballastless track system to fulfil different tasks:

 Vibration attenuation;

 vibration attenuation may be achieved through elastic decoupling of the ballastless track system
using an elastic layer between ballastless track system and substructure and/or an elastic layer
integrated in the ballastless track system. The material properties of the elastic layer shall be taken
into account in the system design.

 load distribution and/or reduction of track forces;

 elastic layers ability to distribute loads more evenly leads to a reduction of the concentrated dynamic
loads;

 electrical isolation to fulfil the requirements of prEN 16432-1:2014, clause 6.9;

 debonding;

 it may be necessary between different sub-systems to provide transverse and/or lateral differential
displacements, e.g. due to mechanical or thermal deformations between subsystems or between
ballastless track system and substructure;

Levelling layers can be used to compensate given tolerances using prefabricated elements.

11.2 Effects of intermediate layers on ballastless track system

Intermediate layers in general and especially elastic interlayers have decisive effects on the ballastless track
system. Therefore impacts on the system by application of intermediate layers shall be taken into account
which can be:

 Intermediate layers may influence the subsystems and components like drainage and passage of
cables;

 effect on overall track stiffness of an elastic intermediate layer shall be taken into account;

 intermediate layers shall handle all loads which should be transferred between the subsystems
according to the system design.

NOTE Intermediate layers can lead to an increase of the loads of subsystems and components like rails, fastening
systems, slabs caused by an additional deflection by the use of an elastic layer.

If track stability requirements are not fulfilled by the intermediate layer alone additional measures shall be
introduced for, e.g. shear keys, to handle horizontal loads acting along separation layers. For an elastic layer
shear keys shall be decoupled elastically from the slab.

39
prEN 16432-2:2014 (E)

Annex A
(informative)

Vertical vehicle load

A.1 Distribution of vertical railway traffic load and calculation of rail seat loads

The longitudinal distribution of the wheel loads by the rails between rail seats/embedded rail sections along
the track may be calculated using the model of the "elastic beam on resilient support" (Winkler/Zimmermann).
The influence of all elastic track components shall be taken into account. Attention should be paid regarding
the stiffness ctot for one support of the rail.

Stiffness ctot for one support of the rail:

−1
  (A.1)
C tot =  1 + 1 
 c1 c2 
 

where

ctot is the stiffness in [N/mm];

c1 is the decisive (pad)-stiffness [N/mm] of the fastening system specified for dynamic loading and low
temperature condition;

c2 is the stiffness [N/mm] of an additional elastic element (e.g. booted block) supporting rail seat (if
applicable).

Elastic length Lel of the Winkler beam:

4 × ER × IR × a
Lel = 4 (A.2)
ctot

where

Lel is the elastic length in [mm];

2
ER is the Young’s modulus [N/mm ] of the rail, (typically ER=210 000 N/mm²);
4
IR is the vertical moment of inertia [mm ] of the rail;

a is the rail seat spacing or length of embedded [mm] rail section.

A.1.1 Rail seat load P0 [N]

Rail seat loads Pj [N] are calculated based on the rail deflection at location of rail seat i. Load scheme acting
on rail shall be arranged in such a way that the maximum rail seat load Po [N] will be determined at the rail
seat 0 (wheel load centred above rail seat 0).

40
 prEN 16432-2:2014 (E)

A simplified symmetric axle load and rail seat configuration can be applied because of giving higher loading of
the supporting structure.

a a a
a a a

P3‘ P2‘ P1‘ P0‘ P1‘ P2‘ P3‘

left rail
Pavement/slab
width
right rail
P3 P2 P1 P0 P1 P2 P3

Figure A.1 — Rail seat arrangement (symmetric approach)

l=1.60m l=1.60m l=1.60m

A=250k
A=250k

A=250k

A=250k
1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure A.2 — For example: axle load and rail seat configuration for load scheme UIC 71 (symmetric
approach)

A.1.1.1 Rail deflection y0 [mm] for a single wheel load Q0 [N] acting above rail seat

Q0 × a
y0 = (A.3)
2 × ctot x Lel

A
Q0 = kq × kd × (A.4)
2

where

A is the axle load [N];

kq is the factor to increase the static wheel loads by additional vertical load (additional quasi static wheel
load acting on outside rail along curves), see prEN 16432-1:2014, 5.1.2.4;

kd is the dynamic load factor, see prEN 16432-1:2014, 5.1.2.5.

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prEN 16432-2:2014 (E)

A.1.1.2 Additional rail deflection due to influence ηi of the additional wheel loads i at positions xi
[mm]

sin ζ i + cos ζ i
ηi = (A.5)
eζ i

xi
ζi = (A.6)
Lel

where:

ᶯ is measured in radian (radian measure);

xi is the distance [mm] between rail seat 0 and the position of wheel load i.

A.1.1.3 Rail seat load P0 [N] due to wheel loads Qi [N]

P0 = ctot × ∑ (ηi × yi ) (A.7)

i

A.1.2 Rail seat loads Pj [N] due to wheel loads Qi [N]

All positive (downward) rail seat loads Pj [N] acting on supporting structure (e.g. subsystem made by
prefabricated structure) shall be determined.

P3‘ P2‘ P1‘ P0‘ P1‘ P2‘ P3‘

left rail
Pavement/slab
width
right rail
P3 P2 P1 P0 P1 P2 P3

Figure A.3 — Rail seat arrangement (symmetric approach)

The rail seat loads Pj [N] for both rails are given by:

Pj = ctot × ∑ (ηi × yi ) (A.8)

i

where

sin ζ i + cos ζ i
ηi = in radian measure;
eζ i

xi
ζi = ;
Lel

42
 prEN 16432-2:2014 (E)

xi is the distance [mm] between rail seat j and the position of wheel load i.

For the opposite to P0 rail seat loads (inside rail along curves or left rail as it is illustrated at the figure
( )
above), reduced rail seat loads by the factor 2 − k q , are recommended to be used.

A.2 Rail bending moment and bending stress at the rail foot

A.2.1 Rail bending moment M0 [Nmm]

The rail bending moment M0 [Nmm] for a dynamic wheel load Q0 [N] is:

Q0 × Lel
M0 = (A.9)
4

As earlier defined.

A
Q0 = kq × kd × (A.10)
2

A is the axle load [N];

kq is the factor to increase the static wheel loads by additional vertical load (additional quasi static wheel
load acting on outside rail along curves), see prEN 16432-1:2014, 5.1.2.4;

kd is the dynamic load factor, see prEN 16432-1:2014, 5.1.2.5.

A.2.2 Bending stress at the rail foot σ0 [N/mm2]

Influence µi of the axle positions xi [mm]:

− sin ζ i + cos ζ i
µi = (A.11)
eζi

where

μi is measured in radian (radian measure);

xi
ζi = ;
Lel

Lel is the elastic length [mm] of the beam system;

xi is the distance [mm] between rail seat 0 and position of the wheel load i.

The bending stress at rail foot σ0 [N/mm ] is:

2

σ0 =
M0 × ∑ µi (A.12)
WF

where
3
WF is the resistance moment [mm ] of the rail according to rail foot.

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prEN 16432-2:2014 (E)

Annex B
(informative)

Design calculations for slabs, pavements, frames, beams

B.1 General

Following principle can be applied for design calculations for slabs, pavements, frames or beams supporting
the rail or other subsystems.

The decisive tensile stresses activated by different loadings (e.g. traffic loading and temperature loading) can
be determined separately and superposed finally. The tensile strength for oscillating traffic loading is
calculated based on the given time constant stresses (e.g. temperature loading) and shall be higher than
stresses by traffic loading.

Bending moment due to rail seat loads, see 6.6.2.1. For the determination of rail seat loads, see Annex A.

The model for analytical calculation is “infinite beam (Zimmermann) or infinite slab/pavement (Westergaard)
on resilient support (Winkler)”.

P0
p= (B.1)
π × r2

P0

k
hi E1 concrete beam or slab/pavement

σr1
E2 Ev2 unbound granular layer

Figure B.1 — Infinite beam or slab/pavement on elastic support

B.1.1 Effective pavement thickness h1 [mm]

Thickness of design beam (Zimmerman approach) and slab/pavement (Westergaard approach) h1 [mm] shall
be taken as the lesser of:

The distance measured from the bottom of beam or slab/pavement up to the fastening system or intermediate
layer on top, and the distance measured from bottom to the top of the concrete beam or slab/pavement.

Design beam or slab/pavement need to have been clearly defined according to following configurations:

44
 prEN 16432-2:2014 (E)

Discrete rail seat on a prefabricated element designed as a pavement or on a concrete pavement, see 5.4.2.1
and 5.2.4.2.4.

Discrete rails seats on prefabricated element supported by a pavement, see 5.2.4.2.1.

Discrete rail seats on prefabricated element, monolithically integrated in a pavement, see 5.2.4.2.3.

Embedded rail or embedded prefabricated element, see 5.2.4.1 and 5.2.4.2.2.

The contact area or area of the loading surface ALS [mm²] shall be computed using the imprint of the structure
above (intermediate layer, sleeper block, etc.) on the beam or slab/pavement at the level h1 above the slab
bottom. Side dimension
used to compute
contact area ALS

Slab/pavement
top

h1 h1 h1
h1

h2 Cement-treated base
Asphalt base

h3 Unbound granular material

a b c d Substructure

Intermediate layer

Figure B.2 — Effective thickness of pavements (layered structure)

45
prEN 16432-2:2014 (E)

B.1.2 Bedding modulus k [N/mm³]

The bedding modulus k [N/mm³] shall be determined at the interface between beam or slab/pavement and
unbound layers supporting the slab/pavement.

If applicable, the bedding modulus k shall be determined based on measurements

∆ σ za
k= in [N/mm³] (B.2)
∆za

Otherwise, the calculated bedding modulus shall be applied.

B.1.2.1 Bedding modulus k [N/mm³] for beam or slab/pavement on substructure

P0

k
h1 E1 Concrete beam or slab/pavement

σr1
E2 Ev2 Unbound granular layer
or substructure
z

Figure B.3 — Slab/pavement model

E2
k= in [N/mm³] (B.3)
h1 *

The equivalent height [mm] of the beam or slab/pavement having same bearing capacity as the half-space
*
beneath is equal to h1 :

in [mm]

where

h1 is the effective thickness [mm] of the beam or slab/pavement;

E1 is the Young´s modulus [N/mm²] of the beam or slab/pavement;

E2 is the Young´s modulus [N/mm²] of the unbound granular material or substructure;

c = 0,83 for concrete layers or hydraulically bonded layers;

c = 0,90 for asphalt layers and non-bonded layers.

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 prEN 16432-2:2014 (E)

B.1.2.2 Bedding modulus k [N/mm³] for beam or slab/pavement on unbound base layer and
substructure

Bedding modulus with granular (unbound) base layer h2

k
Top layer E1 (concrete beam
h1 or slab/pavement)
Superstructure
h2 Unbound base layer E2

Substructure E3

Figure B.4 — Bedding modulus, unbound base layer

Bedding modulus on top of the unbound base layer:

[N/mm³]

With: [mm]

[mm]

[mm]

where

is the equivalent height [mm] of the beam or slab/pavement layer having same bearing capacity as the
half-space beneath ;

is the equivalent height [mm] of the unbound base layer having same bearing capacity as the half-
space beneath;

h1 is the effective thickness [mm] of the beam or slab/pavement;

h2 is the thickness [mm] of the unbound base layer;

E1, E2, E3 are the Young´s modulus [N/mm²] of the concrete, unbound base layer and the substructure,
respectively;

c = 0,83 for concrete layers or hydraulically bonded layers;

c = 0,90 for asphalt layers and non-bonded layers.

B.1.2.3 Bedding modulus k [N/mm³] for beam or slab/pavement with bounded base layer on
substructure

Top layer E1 (concrete beam or

h1 slab/pavement)
k
h2 Bonded base layer E2 (cement
treated base or asphalt base)

Substructure E3 47
prEN 16432-2:2014 (E)

Figure B.5 — Bedding modulus, bound base layer

Bedding modulus on top of substructure:

[ N/mm³]

With: [mm]

where

h1 is the effective thickness [mm] of the beam or slab/pavement;

h2 is the thickness [mm] of the unbound base layer;

E1, E2, E3 are the Young´s modulus [N/mm²] of the concrete, bonded base layer and the substructure,
respectively;

c = 0,83 for concrete layers or hydraulically bonded layers;

c = 0,90 for asphalt layers and non-bonded layers.

An example for calculation is given in Annex C.

B.1.3 Bearing capacity of beam or slab/pavement supported by cementitious or bituminous

base layer

Bearing capacity of multi-layered structures can be demonstrated by the equivalent thickness h.

3 system variants are defined:

Variant I: single layer (thickness hI) on substructure; or

Variant II: unbonded multiple layers (material properties Ei,hi) with half-space equivalent thickness hII on
substructure; or

Variant III: fully bonded multiple layers (layer thicknesses h1,h2, etc. and Young’s modulus E1,E2,etc.)
with half-space equivalent thickness hIII on substructure.

B.1.3.1 Variant II (unbonded multiple layers)

µ = constant

E1 E2 E3 [N/mm²]
σr1

-
k h1 σr2 +
-
h2 σr1
+
σr2

Bild B.6 — Bedding stresses, unbonded layer

48
 prEN 16432-2:2014 (E)

Equivalent thickness hII:

[mm]

where

h1 is the effective thickness [mm] of the beam or slab/pavement;

h2 is the thickness [mm] of the base layer;

E1, E2 are the Young´s modulus [N/mm²] of the concrete and base layer respectively;

µ is the Poisson's ratio of the layers.

An example for calculation is given in Annex C.

B.1.3.2 Variant III (fully bonded multiple layers)

µ = constant

E1 E2 E3 [N/mm²]
σr1

- σr1
k h1
+
σr2 +
h2
+
σr2

Bild B.7 — Bending stresses, bonded layer

Equivalent thickness hIII:

[mm]

where

h1 is the effective thickness [mm] of the beam or slab/pavement;

h2 is the thickness [mm] of the base layer;

E1, E2 are the Young´s modulus [N/mm²] of the concrete and base layer, respectively;

µ is the Poisson's ratio of the layers.

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B.1.4 Slab on Winkler foundation (Westergaard): Longitudinal and lateral bending moments
as well as tensile stresses activated by rail seat loads

P3‘ P2‘ P1‘ P0‘ P1‘ P2‘ P3‘

left rail
Pavement/slab
width
right rail
P3 P2 P1 P0 P1 P2 P3

Bild B.8 — Rail seat load configuration

B.1.4.1 Longitudinal bending moment Mlong I,II,III [Nmm] and lateral bending moment Mlat I,II,III [Nmm]
due to rail seat loads

Longitudinal bending moment Mlong I,II,III [Nmm] activated by the traffic loads at rail seat location 0 can be
computed from the bending moment M0 I,II,III [Nmm], due to rail seat load P0 [N], and the longitudinal bending
moment Mlong neigh [Nmm], due to neighbouring rail seat loads Pj [N].

Mlong I,II,III = M0 I,II,III + Mlong neigh

Respectively, the lateral bending moment Mlat I,II,III [Nmm] activated by the traffic loads at at rail seat location 0
can be computed from the bending moment M0 I,II,III [Nmm], due to due to rail seat load P0 [N], and the lateral
bending moment Mlat neigh [Nmm], due to neighbouring rail seat loads Pj [N].

Mlat I,II,III = M0 I,II,III + Mlat neigh

B.1.4.1.1 Bending moment M0 I,II,III [Nmm] due to rail seat load P0 [N]

Using Westergaard calculation, the bending moment at slab interior due to the equivalent circular rail seat
load P0 is given below. P0 is transformed into a circular load of same contact area ALS (radius r).

Slab interior requires a minimum distance between rail seat and slab edge of 0.5*Lel. If this distance is below
0.5*Lel a design check according to B.1.5 (Zimmermann) is mandatory.

With: r < 1.724 h b= [mm] and r > 1.724 h b= [mm]

where
h is hI or hII or hIII thickness [mm] of winkler slab/pavement;

E1 is the Young´s modulus [N/mm²] of slab/pavement – 1st layer;

µ1 is the Poisson's ratio of slab/pavement – 1st layer;

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 prEN 16432-2:2014 (E)

P0 is the rail seat load [N] calculated according to Annex A;

ALS is the contact area [mm²];

r is the radius [mm] for circular area ALS; ;

k is the bedding modulus [N/mm³].

B.1.4.1.2 Longitudinal bending moment Mlong neigh [Nmm] and lateral bending moment Mlat neigh [Nmm]
due to neighbouring rail seat load Pj [N]

Depending on the elastic radius Lel, neighbouring rail seat loads Pj may increase the bending moment at rail
seat location 0,.see Figure B.9.

a a a
a a a

P3‘ P2‘ P1‘ P0‘ P1‘ P2‘ P3‘

left rail
Pavement/slab
width
right rail
P3 P2 P1 P0 P1 P2 P3
Bild B.9 — Rail seat load configuration

where
E1 is the Young´s modulus [N/mm²] of slab/pavement – 1st layer;

h is the thickness of the slab/pavement [mm] or hI or hII or hIII;

μ is the Poisson's ratio of the slab/pavement material;

k is the bedding modulus [N/mm³].

Longitudinal and lateral bending moments (Mlong and Mlat) activated by adjacent rail seat loads Pj at distance xj
from reference load P0 can be computed from the radial and tangential moments Mr,t. Radial and tangential
moments activated by neighbouring rail seat loads are given by:

The rail seat loads Pj [N] are calculated according to annex A and to compute λr,t the equations below shall be
used only for , otherwise zero value is recommended to be use value for the factors λr,t.

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As an example, the above computation for the Figure B.9 of the influence of neighboring loads P1, P1’, and P0’
on P0, is shown below.
For each rail seat location of interest the radial and tangential bending moments (Mr and Mt, respectively) shall
be computed.

Mt1’
Mt0’
P0‘ P1‘
left rail
β1’
Mr0’ Mr1’
S

Mlong,0 Mr1
P0 P1
right rail

Mt1
Mtransv,0

Bild B.10 — Configuration of radial and tangential benidng moments

Right rail:

P1 : Mlong,1 =

Mlat,1 =

Left rail:

P0’ : Mlong,0’ =

Mlat,0’ =

P1’ : Mlong,1’ =

Mlat,1’ =

P0 : Mlong, neigh = Σ Mlong,j

Mlat, neigh = Σ Mlat,j

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For the above equations:

and are defined using x1 = a

and are defined using x0’ = s

and are defined using x1’ = and

B.1.4.2 Longitudinal bending tensile stress σlong [N/mm ] and lateral bending tensile stress σlat
2
2
[N/mm ] due to rail seat loads

System variant I: single layer (thickness hI) on substructure

Longitudinal and lateral bending tensile stress at bottom of slab:

and

System variant II: unbonded multiple layers (material properties: Ei,hi) with halfspace equivalent
thickness hII on substructure

Longitudinal and lateral bending tensile stresses in layers 1 and 2:

Mlong 1= [Nmm] Mlat 1= [Nmm]

Mlong 2= [Nmm] Mlat 2= [Nmm]

long 1 =6 ; long 2 =6 [N/mm²] lat 1 =6 ; long 2 =6 [N/mm²]

where

Mlong II and Mlat II are the bending tensile moments [Nmm] calculated using the Westergaard approach;

h1 and h2 are the thicknesses [mm] of layers 1 and 2, respectively;

2
E1 and E2 are the Young’s modulus [N/mm ] of layers 1 and 2, respectively.

System variant III: fully bonded multiple layers (material properties: Ei,hi) with half-space equivalent
thickness hIII on substructure

Model: T-beam (with equivalent stiffness E=E1)

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b1=1

x h1 ea

h xs
h2 eb

b2

Bild B.11 — T-beam model for equivalent layer stiffness

[mm], where: A1 =1 h1 [mm2] and A2 = b2 h2 [mm2]

[mm], where h=h1+h2 [mm]

4
The moment of inertia of a T-beam [mm per mm]:
I= [mm4] [mm4]

Longitudinal and lateral bending tensile stresses in layers 1 and 2:

[N/mm²] [N/mm²]

[N/mm²] [N/mm²]

[N/mm²] [N/mm²]
[N/mm²] [N/mm²]

where

Mlong III and Mlat III are the bending tensile moments [Nmm] calculated using the Westergaard approach;

h1 and h2 are the thicknesses [mm] of layers 1 and 2, respectively;

2
E1 and E2 are the Young’s modulus [N/mm ] of layers 1 and 2, respectively.

B.1.5 Beam on Winkler foundation (Zimmermann): Longitudinal bending moment and tensile
stress due to rail seat loads

1
2
∙ width

P3 P2 P1 P0 P1 P2 P3

Bild B.12 — Beam model, rail seat configuration

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B.1.5.1 Longitudinal bending moment Mlong I,II,III [Nmm] due to rail seat loads

Longitudinal bending moment Mlong I,II,III [Nmm] activated by the traffic load at rail seat location 0 can be
computed from the bending moment M0 I,II,III [Nmm], due to due to rail seat load P0 [N], and the longitudinal
bending moment Mlong neigh [Nmm], due to neighbouring rail seat load Pj [N].

Mlong I,II,III = M0 I,II,III + Mlong neigh

B.1.5.1.1 Bending moment M0 I,II,III [Nmm] due to rail seat load P0 [N]

Using Zimmermann calculation, the bending moment in the infinitely long concrete beam due to load P0 is
given below. Since system is symmetrical in transverse direction, any half-side of the slab width can be used.

The maximum rail seat load P0 [N] is calculated according to annex A.

The elastic length Lel [mm] of the beam is given below:

Where:
2 2
E1 is the Young’s modulus [N/mm ] of concrete beam [N/mm ];
k is the bedding modulus [N/mm³].
4
The moment of inertia of the beam IB [mm ] is given below:

Where:
bB is half of slab width [mm];
h is thickness [mm] of system hI or hII or hIII.

B.1.5.1.2 Longitudinal bending moment Mlong neigh [Nmm] due to neighbouring rail seat load Pj [N]

A check on additional longitudinal bending moments in the concrete beam shall be made using the
Zimmerman approach. Depending on the elastic radius Lel, neighbouring rail seat loads may increase the
bending moment at rail seat location 0.

Using the approach, a beam of width equal to half of the slab width (any half, left or right, can be used) and
thickness h1 (as earlier defined) is assumed to be loaded vertically by the rail seat loads Pj.,see Figure B.13.

width
left/right rail
P3 P2 P1 P0 P1 P2 P3

Bild B.13 — Rail seat configuration

Bending moment at 0 due to neighbouring loads Pj at distances xj from the reference load P0:

[Nmm]

in radian measure

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prEN 16432-2:2014 (E)

With:

where

Lel is the elastic length [mm] of the beam system;

xj is the distance [mm] between the rail seat 0 and the rail seat j;

Pj are the rail seat loads [N] calculated according to Annex A.

Only positive μj shall be taken into account.

Longitudinal bending tensile stress σlong [N/mm ] due to traffic load

2
B.1.5.2

System variant I: single layer (thickness hI) on substructure

Longitudinal bending tensile stress at bottom of slab:

Where

B is the width [mm] of the slab of the single layer.

System variant II: unbonded multiple layers (material properties: Ei,hi) with halfspace equivalent
thickness hII on substructure

Longitudinal bending tensile stresses in layers 1 and 2:

Mlong 1= [Nmm]

Mlong 2= [Nmm]

long 1 =6 ; long 2 =6 [N/mm²]

where

Mlong II is the bending tensile moments [Nmm] calculated using the Zimmermann approach;

h1 and h2 are the thicknesses [mm] of layers 1 and 2, respectively;

2
E1 and E2 are the Young’s modulus [N/mm ] of layers 1 and 2, respectively;

B1 and B2 are the width [mm] of the slabs of layers 1 and 2, respectively.

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System variant III: fully bonded multiple layers (material properties: Ei,hi) with half-space equivalent
thickness hIII on substructure

Longitudinal and lateral bending tensile stresses in layers 1 and 2.

x h1 b1=1 ea

h xs
h2 eb

b2

Figure B.14 — Model T-beam (with equivalent stiffness E=E1)

[mm], where: A1 =1 h1 [mm2] and A2 = b2 h2 [mm2]

[mm], where h=h1+h2 [mm]

4
The moment of inertia of a T-beam [mm per mm]:
I= [mm4] [mm4]

Longitudinal and lateral bending tensile stresses in layers 1 and 2:

[N/mm²] [N/mm²]

[N/mm²] [N/mm²]

where

Mlong III are the bending tensile moments [Nmm] calculated using the Zimmermann approach;

h1 and h2 are the thicknesses [mm] of layers 1 and 2, respectively;

2
E1 and E2 are the Young’s modulus [N/mm ] of layers 1 and 2, respectively;

B1 and B2 are the width [mm] of the slabs of layers 1 and 2, respectively.

B.1.6 Critical longitudinal bending tensile stress

The critical longitudinal bending tensile stress activated at the position of rail seat load P0 shall be determined.
The critical longitudinal bending tensile stress will be the GREATEST of:

the longitudinal bending tensile stress σlong [N/mm ] calculated using the longitudinal bending moment Mlong I or
2

Mlong II or Mlong III at slab interior (Westergaard approach), and

the longitudinal bending tensile stress σlong [N/mm ] calculated using the longitudinal bending moment Mlong I or
2

Mlong II or Mlong III in half width of the pavement (Zimmermann approach).

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B.1.7 Critical lateral bending tensile stress

The critical lateral bending tensile stress activated at the position of rail seat load P0 is the lateral bending
2
tensile stress σlat [N/mm ] calculated using the bending moment Mlat I or Mlat II or Mlat III at slab interior by
Westergaard approach.

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B.2 Stresses in concrete slab/pavement due to thermal impact

Temperature changes in the subsystem concrete slab/pavement cause deformation and stresses. With
respect to potential deformations, the stresses (tensile stresses are decisive) acting along the thickness h can
be separated into constant σc, linear σw and residual σe stresses. More specifically:

Constant stresses σc: Cooling (ΔT) causes changes of slab-length and slab-width (the longest one is decisive)
and/or constant stresses σc, due to friction at the bottom interface, and/or longitudinal restraint by longitudinal
reinforcement (CRCP). In this case, relevant for the design are the characteristic tensile stresses activated by
cooling, during winter time, see B.2.1.

Linear stresses σw: Heating causes bending of the slab and remaining warping stresses σw, due to linear
temperature gradient ∆t dependent on the slab dimensions and the support conditions. In this case, relevant
for the design are the characteristic bending tensile stresses activated by heating, during summer time, see
B.2.2.

Residual stresses σe: Residual stresses that cannot be converted into deformations. This stress partition at
bottom of the slab is typically in compression and not relevant for design.

The highest stress level calculated by B.2.1 and B.2.2 shall be used as constant stress level to determine the
stress limit for traffic load.

h1

σg (z) σc (z) σw (z) σe (z)

Bild B.15 — Stresses in concrete slab/pavement due to thermal impact

B.2.1 Constant stresses σc due to temperature changes ΔT acting in concrete slabs or

pavements

Jointed Plain Concrete Pavements (JPCP)

Constant stresses σc due to temperature changes ΔT are not relevant in case slab length / joint spacing is not
exceeding 5m .

Continuously Reinforced Concrete Pavements (CRCP) or Jointed Reinforced Concrete Pavements(JRCP)

For reducing the crack width in the concrete slab/pavement continuously reinforced concrete pavements with
controlled (JRCP) or random cracking (CRCP) shall be used. A percentage of longitudinal reinforcement
equivalent to 0,8÷0,9% and diameter ∅ 18÷20mm is recommended for CRCP in order to achieve fine cracks
(crack width < 0,5mm and crack spacing < 5m) and to avoid jointing cracks. JRCP is typically using smaller
amount of reinforcement e.g. 0,4÷0,5%.

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Longitudinal reinforcement Sealed joint

Local debonding Crack
(e.g. Bituminuous material)

h1

le lb le
2 2
l

Bild B.16 — Principle design of JRCP

α t ⋅ ∆T ⋅ h1 ⋅ Econc ⋅ E S
Steel stress: σe = [N/mm2]
α s ⋅ E S ⋅ (1 − κ ) + h1 ⋅ Econc ⋅ κ
α t ⋅ ∆T ⋅ α s ⋅ Econc ⋅ ES
Concrete stress: σc = [N/mm2]
α s ⋅ ES ⋅ (1 − κ ) + h1 ⋅ Econc ⋅ κ
σc
Joint/crack width change: ∆d = α t ⋅ ∆T ⋅ l − ⋅ lb [mm]
Econc

where

αt is the coefficient of thermal expansion;

∆T is the difference between top and bottom temperature [K];

h1 is the thickness [mm] of the concrete slab/pavement;

Econc is the Young’s modulus of concrete;

ES is the Young’s modulus of steel;

αs
2
is the steel cross section [mm ] per width [mm] of pavement;

κ is the strain length [mm] of steel le per joint or crack spacing l [mm] κ = le/l.

Concrete stress σc due to ΔT shall not exceed 3,0 N/mm².

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B.2.2 Linear stresses σw due to temperature changes Δt acting in concrete slabs or

pavements

Surface heating, during summer, leads to a positive temperature gradient Δt along the thickness h of the
slab/pavement, which generates an additional bending moment Mw. This bending moment Mw is constant
compared to cyclic rail seat loading (due to railway traffic loading).

Flexural tensile stress σw caused by the concrete slab/pavement warping due to temperature gradient Δt:

[N/mm²]

where

h1 is the thickness [mm] of the concrete slab/pavement;

∆t is the temperature gradient [K/mm] according to the thickness h1 of the concrete slab/pavement (see
table below);

α is the thermal coefficient [1/K] of the concrete slab/pavement;

E1 is the Young´s Modulus [N/mm²] of the concrete slab/pavement;

µ is the Poisson's ratio of the concrete slab/pavement.

Typical linear temperature gradients.

Table B.1 — Thickness and temperature differences

Thickness < 220mm 220 mm to 240 mm to 270 mm to 310 mm to > 440mm
240 mm 270 mm 310 mm 440 mm

∆t 0,09 K/mm 0,08 K/mm 0,07 K/mm 0,06 K/mm 0,05 K/mm 0,04 K/mm

Restraints and stresses will be partly released by reduction of slab dimensions.

If slab length / crack or joint spacing L in longitudinal direction is exceeding the slab width B, then L shall be
used instead of B for following calculations.

For concrete slabs/pavements with width B < 0,9 Bcrit, stress release can be taken into account. In this case
the flexural tensile stress σw’ activated is:

[N/mm²]

where

σw is the flexural tensile stress σw [N/mm²] calculated above;

B is the width [mm] of the concrete slab/pavement.

[mm];

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where

h1 is the thickness [mm] of the concrete slab/pavement;

α is the thermal coefficient [1/K] of the concrete slab/pavement;

is the temperature gradient [K/mm];= ∆T/h = temperature gradient [K/mm];

E1 is the Young´s Modulus [N/mm²] of the concrete slab/pavement.

If B > Bcrit the flexural tensile stress σw [N/mm²] shall be increased using factor 1,2.

B.3 Determination of maximum allowable flexural fatigue stress due to railway traffic
load σQ

B.3.1 Maximum allowable tensile flexural stress in winter (longitudinal stresses)

where

βfs is the bending tensile strength [N/mm²] of concrete;

n is the number of load cycles, usually the number of axles;

σc is the longitudinal tensile flexural stress in winter (calculated using max ΔT).

The critical longitudinal bending tensile stress activated at the bottom of the concrete slab/pavement due to
the traffic load (calculated in B.1.6) shall not exceed the maximum allowable tensile flexural fatigue stress in
summer.

B.3.2 Maximum allowable tensile flexural stress in winter (lateral stresses)

where

βfs is the bending tensile strength [N/mm²] of concrete;

n is the number of load cycles, usually the number of axles;

σw is the lateral flexural tensile stress in winter (calculated using max Δt) or the reduced lateral flexural
tensile stress σw’ in case of slabs/pavements with width B < 0,9 Bcrit (see B.2.2).

The critical lateral bending tensile stress activated at the bottom of the concrete slab/pavement due to the
traffic load (calculated in B.1.7) shall not exceed the maximum allowable tensile flexural fatigue stress in
winter.

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Annex C
(informative)

Vertical loading

C.1 General

Vertical traffic load stresses acting on unbound granular material layers and on subsoil (subgrade) can be
determined according to Figure C.1.

Horizontal reference level is the centre of the rail foot of the lower rail in case cant is applied. Point of
reference for application of 45° is 35 cm beside rail foot centre but maximum width of load distribution shall
not exceed the given bottom width of the cement treated or asphalt base layer of the ballastless track system.

Figure C.1 — Determination of vertical stresses in unbound layers by distribution of vertical loading

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Annex D
(informative)

Examples of calculations

D.1 Figure for first example (variant II: unbonded multiple layers and second
example (variant III: fully bonded multiple layers)

Loading: axle load A = 250 000N

kq = 1,2

kd = 1,5

l=1.60m l=1.60m l=1.60m

A=250k
A=250k

A=250k

A=250k
1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.1 — Axle load (A) and rail seat (P) configuration

→ IR = 30 550 000 mm
4
Superstructure: Rail profile 60
3
W F = 376 000 mm

Key

ctot = 40 000 N/mm

a = 650 mm

D.1.1 Distribution of vertical railway traffic loading and calculation of rail seat loads

D.1.1.1 Rail seat load P0 [N]

D.1.1.1.1 Rail deflection y0 [mm] for a single wheel load Q0 [N] acting above rail seat

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D.1.1.1.2 Additional rail deflection due to influence ηi of the additional wheel loads i at positions xi
[mm]

 Maximum rail seat load P0 [N] due to wheel loads Qi [N]

x3=l
x1=l x4=2l
l=1.60m l=1.60m l=1.60m

A=250k
A=250k

A=250k

A=250k
1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.2 — Point of reference P0

 Rail seat load P0 [N] due to wheel loads Qi [N]

D.1.1.2 Rail seat loads Pj [N] due to wheel loads Qi [N]

x1=l-a x2=a
x3=a+l
x4=a+2l
l=1.60m l=1.60m l=1.60m
A=250k
A=250k

A=250k

A=250k

1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a
Figure D.3 — Point of reference P1

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 Rail seat load P1 [N] due to wheel loads Qi [N]

x2=2a
x3=2a+l
x1=l-2a x4=2a+2l
l=1.60m l=1.60m l=1.60m
A=250k
A=250k

A=250k

A=250k

1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.4 — Point of reference P2

 Rail seat load P2 [N] due to wheel loads Qi [N]

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 prEN 16432-2:2014 (E)

x1=3a-
x2=3a
x3=3a+l
x4=3a+2l
l=1.60m l=1.60m l=1.60m

A=250k
A=250k

A=250k

A=250k
1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.5 — Point of reference P3

 Rail seat load P3 [N] due to wheel loads Qi [N]

x2=a x3=l-a
x1=a+l x4=2l-a
l=1.60m l=1.60m l=1.60m
A=250k
A=250k

A=250k

A=250k

1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.6 — Point of reference P4

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 Rail seat load P4 [N] due to wheel loads Qi [N]

x2=2a x3=l-2a
x1=2a+l x4=2l-2a
l=1.60m l=1.60m l=1.60m
A=250k
A=250k

A=250k

A=250k
1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.7 — Point of reference P5

 Rail seat load P5 [N] due to wheel loads Qi [N]

x3=3a-
x2=3a
x1=3a+l x4=2l-3a
l=1.60m l=1.60m l=1.60m
A=250k
A=250k

A=250k

A=250k

1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.8 — Point of reference P6

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 prEN 16432-2:2014 (E)

 Rail seat load P6 [N] due to wheel loads Qi [N]

The results of the influence factor and the rail seat load are shown in Table D.1.

Table D.1 — Results - Influence factor and rail seat laod

Rail seat Influence factor Σηj Rail seat load Pj [N]

0 1,11 101,151

1 0,99 89,636

2 1,05 95,100

3 0,84 76,207

4 0,95 86,401

5 1,04 94,952

6 1,05 95,538

The rail seat loads for the opposite rail shall be reduced by the factor :

Similar to the above calculations the rail seat loads P2’, P3’, P4’, P5’ and P6’ can be computed. The final results
are shown in Table D.2.

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Table D.2 — Results - Rail seat loads computed

Rail seat Rail seat load Pj [N] Rail seat Rail seat load Pj’ [N]

0 101,151 0’ 67,434

1 89,636 1’ 59,757

2 95,100 2’ 63,400

3 76,207 3’ 50,804

4 86,401 4’ 57,601

5 94,952 5’ 63,302

6 95,538 6’ 63,692

D.1.2 Rail bending moment and bending stress at the rail foot

D.1.2.1 Rail bending moment M0 [Nmm]

Rail bending moment M0 [Nmm] for a dynamic wheel load Q0 [N]

Bending stress at the rail foot σ0 [N/mm ]

2
D.1.2.2

Influence μi of the axle positions xi

Maximum bending stress at rail foot σ0 [N] due to wheel loads Qi [N]

x3=l
x1=l x4=2l
l=1.60m l=1.60m l=1.60m
A=250k
A=250k

A=250k

A=250k

1 2 3 4

P3 P2 P1 P0 P4 P5 P6
a=650mm a a a a a

Figure D.9 — Point of reference P0

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 prEN 16432-2:2014 (E)

Only positive μi shall be taken into account:

2
Bending stress at rail foot σ0 [N/mm ]

D.2 First example (variant II: unbonded multiple layers)

− Loading: Axle load A = 250 000N

6
Load cycles n= 2×10
Temperature difference ΔT= 30 K

P3 P2 P1 P0 P1 P2 P3
left rail
s=1 500m
right

P3 P2 P1 P0 P1 P2 P3
a=650mm a a a a a

Figure D.10 — Unbonded multiple layer

Table D.3 — Symmetric rail seat loads Pj [N] due to wheel loads Qi [N]

Rail seat Rail seat load Pj [N] Rail seat Rail seat load Pj [N]

right rail left rail

P0 101,151 P0’ 67,434

P1 89,636 P1’ 59,757

P2 95,100 P2’ 63,400

P3 76,207 P3’ 50,804

−
4
Superstructure: Rail profile 60 IR=30 550 000 mm
3
W F=376 000 mm
2
ALS = 22 500 mm
ctot = 40 000 N/mm
a= 650 mm
s =1 500 mm

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− Substructure:
Rail Rail profile 60
μ1=0,15 B1=3200mm
2
Concrete slab E1=34 000N/mm h1=240mm
no bond
μ2=0,15 B2=3 800mm
2
Cement E2=5 000N/mm h2=300mm
treated base

2
Subsoil E3= 120 N/mm

− Reinforcement of concrete slab: Joint or crack spacing l=2 600mm

Strain length of steel bars le=400mm
Diameter of the steel bars d=20mm
Distance between steel bars a=140mm

D.2.1 Bending moment due to rail seat loads

D.2.1.1 Effective pavement thickness h1

D.2.1.2 Bedding modulus k [N/mm³]

D.2.1.3 Bedding modulus k [N/mm³] for beam or slab/pavement on unbound base layer and
substructure

D.2.1.4 Equivalent thickness of beam or slab/pavement supported by cementitious or bituminous

base layer

D.2.1.5 Variant II (unbounded multiple layers)

D.2.1.6 Slab on Winkler foundation (Westergaard): Longitudinal and lateral bending moment and
tensile stress due to rail seat loads

D.2.1.7 Longitudinal bending moment Mlong II [Nmm] and lateral bending moment Mlat II [Nmm] due to
rail seat loads

D.2.1.7.1 Bending moment M0 II [Nmm] due to due to rail seat load P0 [N]

𝑟 < 1,724 ∙ ℎ → 𝑏 = �1,6 ∙ 𝑟 2 + ℎ2 − 0,675 ∙ ℎ

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D.2.1.7.1.1 Longitudinal bending moment Mlong neigh [Nmm] and lateral bending moment Mlat neigh [Nmm]
due to neighbouring rail seat load Pj [N]

Distance between rail seat and slab edge = (3200mm-1500)/2= 850mm > 0.5*983mm

− Right rail
 P1 (x1=a)

 P2 (x2=2a)

Similar to the above calculations the longitudinal and lateral bending moments are computed for P3. The
results are shown in the table below.

− Left rail
 P0’ (x0’=s)

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 P1’ ( )

 P2’ ( )

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Similar to the above calculations the longitudinal and lateral bending moments are computed for P3’. The
results are shown in the Table D.4.

Table D.4 — Results

Bending moment at 0 due to neighbouring rail seat loads
xj
j Pj Mlong,j Mlat,j
[mm] βj xj/Lel λrj λtj
[N] [Nmm] [Nmm]
1 650
0,66 0031 0,092 89,636 2,780 8,264
2 1,300
1,32 -0,015 0,036 95,100 -1,435 3,404
3 1,950
1,98 -0,020 0,026 76,207 -1,534 1,976
0' 1,500
1,53 -0,019 0,029 101,151 1,986 -1,311
1' 1,635
β1' 1,162 1,66 -0,021 0,027 89,636 1,167 -784
2' 1,985
β2' 0,857 2,02 -0,020 0,026 95,100 403 -7
3' 2,460
β3' 0,656 2,50 0 0 76,207 0 0

Mlong, neigh = Σ Mlong,j = 2×(Mlong,1+ Mlong,2+ Mlong,3)+Mlong,0’+ 2×(Mlong,1’+ Mlong,2’+ Mlong,3’)= 2×( 2,780-1,435- -
1,534) +1,986+2×(1,167+403+1,167+403) = =4,747Nmm

Mlat, neigh = Σ Mlat,j = 2×(Mlat,1+ Mlat,2+ Mlat,3) +Mlat,0’+ 2×(Mlat,1’+ Mlat,2’+ Mlat,3’) =2×(8,264+3,404+1,976) - -
1,311+2×(-784-7) =24,393Nmm

Mlong II = M0 II + Mlong neigh = 24,008 + 4,747 = 28,755Nmm

Mlat II = M0 II + Mlat neigh = 24,008 + 24,393 = 48,401Nmm

2
D.2.1.7.1.2 Longitudinal bending tensile stress σlong [N/mm ] and lateral bending tensile stress σlat
2
[N/mm ] due to rail seat loads

D.2.1.7.1.3 System variant II: unbonded multiple layers (material properties: Ei,hi) with halfspace
equivalent thickness hII on substructure.

Bending tensile stress σ1 [N/mm ] in layer 1:

2

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Bending tensile stress σr2 [N/mm ] in layer 2:

2

D.2.1.7.2 Beam on Winkler foundation (Zimmermann): Longitudinal bending moment and tensile
stress due to rail seat loads

D.2.1.7.2.1 Longitudinal bending moment Mlong II [Nmm] due to rail seat loads

D.2.1.7.2.2 Bending moment M0 II [Nmm] due to rail seat load P0 [N]

D.2.1.7.2.3 Longitudinal bending moment Mlong neigh [Nmm] due to neighbouring rail seat load Pj [N]

Base point P0:

1 a=650mm a=650mm a=650mm a=650mm a=650mm a=650mm
∙ width
2
left/right rail
P3 P2 P1 P0 P1 P2 P3

Figure D.11 — Point of reference P0

Only positive μi shall be taken into account:

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2
D.2.1.7.2.4 Longitudinal bending tensile stress σlong [N/mm ] due to traffic load

D.2.1.7.2.5 System variant II: unbonded multiple layers (material properties: Ei,hi) with halfspace
equivalent thickness hII on substructure.

Longitudinal bending tensile stress σlong 1 [N/mm ] in layer 1:

2

Longitudinal bending tensile stress σlong 2 [N/mm ] in layer 2:

2

D.2.1.8 Critical longitudinal bending tensile stress

The results using both the Westergaard and the Zimmermann calculation are shown in Table D.5.

Table D.5 — Results

Westergaard Zimmermann

Longitudinal bending
moment
28,755 51,92 x 10 6
[Nmm]

Longitudinal bending
tensile stress in layer
1 2,33 2,63

σlong 1 [N/mm ]
2

Longitudinal bending
tensile stress in layer
2 0,43 0,41

σlong 2 [N/mm ]
2

Consequently, the critical stresses are the greatest:

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D.2.1.8.1 Critical lateral bending tensile stress

The results using the Westergaard calculation are shown in Table D.6.

Table D.6 — Results

Westergaard

Lateral bending
moment
48,401
[Nmm]

Lateral bending tensile

stress in layer 1
3,92
σlat 1 [N/mm ]
2

Lateral bending tensile

stress in layer 2
0,72
σlat 2 [N/mm ]
2

Consequently, the critical stresses are:

D.2.2 Stresses due to thermal impact

D.2.2.1 Decisive bending constant stresses σc due to temperature changes ΔT acting in concrete
slabs or pavements

The required numbers of steel bars for 0.8% of reinforcement is:

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D.2.2.2 Decisive bending tensile stresses σw due to temperature changes Δt acting in concrete slabs
or pavements

Flexural tensile stress σw caused by the concrete slab/pavement warping due to temperature gradient Δt:

D.2.3 Determination of maximum allowable flexural fatigue stress due to vehicle load σQ

D.2.3.1 Maximum allowable tensile flexural stress in winter (longitudinal stresses)

Critical longitudinal bending tensile stress activated due to the traffic load (calculated in the chapter B.1.6):

D.2.3.2 Maximum allowable tensile flexural stress in summer (lateral stresses)

Critical lateral bending tensile stress activated due to the traffic load (calculated in the chapter B.1.7):

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D.3 Second example (variant III: fully bonded multiple layers)

− Loading: Axle load A=250,000N

6
Load cycles n=2×10
Temperature difference ΔT=30 K

P3 P2 P1 P0 P1 P2 P3
left rail
s=1 500m
right

P3 P2 P1 P0 P1 P2 P3
a=650mm a a a a a

Figure D.12 — Fully bonded multiple layer

Table D.7 — Symmetric rail seat loads Pj [N] due to wheel loads Qi [N]:
Rail seat Rail seat load Pj Rail seat Rail seat load Pj

right rail [N] left rail [N]

P0 101,151 P0’ 67,434

P1 89,636 P1’ 59,757

P2 95,100 P2’ 63,400

P3 76,207 P3’ 50,804

− →
4
Superstructure: Rail profile 60 IR=30 550 000mm
3
W F=376 000mm
2
ALS= 22 500mm
ctot= 40 000 N/mm
a= 650mm
s= 1 500mm

− Substructure:
Rail Rail profile 60
μ1=0,15 B1=3
2
Concrete slab E1=34 000N/mm 200mm h1=240mm
fully
μ2=0,15 B2=3800mm
2
Cement E2=5 000N/mm h2=300mmbonded
treated base

2
Subsoil E3= 120N/mm

− Reinforcement of concrete slab: Joint or crack spacing l= 2 600mm

Strain of steel bars le= 400mm
Diameter of the steel bars d= 20mm
Distance between steel bars a= 140mm

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D.3.1 Bending moment due to rail seat loads

D.3.1.1 Effective pavement thickness h1

D.3.1.2 Bedding modulus k [N/mm³]

D.3.1.2.1 Bedding modulus k [N/mm³] for beam or slab/pavement with bonded base layer on
substructure

D.3.1.2.2 Equivalent thickness of beam or slab/pavement supported by cementitious or bituminous

base layer

D.3.1.2.3 Variant III (fully bonded multiple layers)

D.3.1.3 Slab on Winkler foundation (Westergaard): Longitudinal and lateral bending moment and
tensile stress due to rail seat loads

D.3.1.3.1 Longitudinal bending moment Mlong III [Nmm] and lateral bending moment Mlat III [Nmm] due
to rail seat loads

D.3.1.3.1.1 Bending moment M0 III [Nmm] due to due to rail seat load P0 [N]

𝑟 < 1.724 ∙ ℎ → 𝑏 = √1.6 ∙ 𝑟 2 + ℎ2 − 0.675 ∙ ℎ

D.3.1.3.1.2 Longitudinal bending moment Mlong neigh [Nmm] and lateral bending moment Mlat neigh [Nmm]
due to neighbouring rail seat load Pj [N]

Distance between rail seat and slab edge = (3200mm-1500)/2= 850mm > 0.5*1309mm

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− Right rail
 P1 (x1=a)

 P2 (x2=2a)

Similar to the above calculations the longitudinal and lateral bending moments are computed for P3. The
results are shown in the table below.

− Left rail
 P0’ (x0’=s)

 P1’ ( )

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 P2’ ( )

Similar to the above calculations the longitudinal and lateral bending moments are computed for P3’. The
results are shown in Table D.8.

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Table D.8 — Results

Bending moment at 0 due to neighbouring rail seat loads

Mlong,j Mlat,j
j xj [mm] βj xj/Lel λrj λtj Pj [N]
[Nmm] [Nmm]

1 650 0,50 0,053 0,119 89,636 4,792 10,638

2 1,300 0,99 0,0005 0,056 95,100 43 5,284

3 1,950 1,49 -0,019 0,030 76,207 -1,440 2,310

0' 1,500 1,15 -0,008 0,045 101,151 3,014 -558

1' 1,635 β1' 1,162 1,25 -0,013 0,039 89,636 1,846 -267

2' 1,985 β2' 0,857 1,52 -0,019 0,030 95,100 549 108

3' 2,460 β3' 0,656 1,88 -0,021 0,026 76,207 -177 429

Mlong, neigh = Σ Mlong,j = 2×(Mlong,1+ Mlong,2+ Mlong,3)+Mlong,0’+ 2×(Mlong,1’+ Mlong,2’+ Mlong,3’)= 2×(4,792+43- -
1,440)+3,014+2×(1,846+549-177)= 14,242 Nmm

Mlat, neigh = Σ Mlat,j = 2×(Mlat,1+ Mlat,2+ Mlat,3) +Mlat,0’+2×( Mlat,1’+ Mlat,2’+ Mlat,3’) = 2×(10,638+5,284+2,310)- -
558+2×(-267+108+429) = 36,446 Nmm

Mlong II = M0 II + Mlong neigh = 24,145 + 14,242 = 38,387 Nmm

Mlat II = M0 II + Mlat neigh = 24,145 + 36,446 = 60,591 Nmm

D.3.1.3.2 Longitudinal bending tensile stress σlong [N/mm ] and lateral bending tensile stress σlat
2
2
[N/mm ] due to rail seat loads

D.3.1.3.2.1 System variant III: fully bonded multiple layers (material properties: Ei,hi) with half-space
equivalent thickness hIII on substructure

D.3.1.3.2.2 Model: T-beam (with equivalent stiffness E=E1)

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Longitudinal bending tensile stresses σlong 1 [N/mm ] in layer 1:

2

Lateral bending tensile stresses σlat 1 [N/mm ] in layer 1:

2

Longitudinal bending tensile stresses σlong 2 [N/mm ] in layer 2:

2

Lateral bending tensile stresses σlat 2 [N/mm ] in layer 2:

2

D.3.1.4 Beam on Winkler foundation (Zimmermann): Longitudinal bending moment and tensile
stress due to rail seat loads

D.3.1.4.1 Longitudinal bending moment Mlong III [Nmm] due to rail seat loads

D.3.1.4.1.1 Bending moment M0 III [Nmm] due to rail seat load P0 [N]

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D.3.1.4.1.2 Longitudinal bending moment Mlong neigh [Nmm] due to neighbouring rail seat load Pj [N]

Base point P0:

1 a=650mm a=650mm a=650mm a=650mm a=650mm a=650mm
∙ width
2
left/right rail
P3 P2 P1 P0 P1 P2 P3

Figure D.13 — Reference Point of P0

Only positive μi shall be taken into account:

2
D.3.1.4.1.3 Longitudinal bending tensile stress σlong [N/mm ] due to traffic load

System variant III: fully bonded multiple layers (material properties: Ei,hi) with half-space equivalent thickness
hIII on substructure

D.3.1.4.1.4 Model: T-beam (with equivalent stiffness E=E1): the computation is described above
(chapter B.1.4.2)

Bending tensile stress σr1 [N/mm ] in layer 1:

2

Longitudinal bending tensile stresses σlong 1 [N/mm ] in layer 1:

2

Longitudinal bending tensile stresses σlong 2 [N/mm ] in layer 2:

2

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D.3.1.5 Critical longitudinal bending tensile stress

The results using both the Westergaard and the Zimmermann calculation are shown in Table D.9.

Table D.9 — Results

Westergaard Zimmermann

Longitudinal bending
moment

[Nmm] 38 387 85,71 x 106

Longitudinal bending
tensile stress

σlong 1, top [N/mm ]

2
1,48 2,07

Longitudinal bending
tensile stress

σlong 1, bottom [N/mm ]

2
0,71 1,00

Longitudinal bending
tensile stress

σlong 2, top [N/mm ]

2
0,10 0,12

Longitudinal bending
tensile stress

σlong 2, bottom [N/mm ]

2
0,51 0,60

Consequently, the critical stresses are the greatest:

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D.3.1.6 Critical lateral bending tensile stress

The results using the Westergaard calculation are shown in Table D.10.

Table D.10 — Results

Westergaard

Lateral bending
moment
60 591
[Nmm]

Lateral bending tensile

stress

σlat 1, top [N/mm ]

2
2,34

Lateral bending tensile

stress

σlat 1, bottom [N/mm ]

2
1,13

Lateral bending tensile

stress

σlat 2, top [N/mm ]

2
0,17

Lateral bending tensile

stress

σlat 2, bottom [N/mm ]

2
0,80

Consequently, the critical stresses are:

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Results from examples from Annex A and Annex B:

Rail seat load P0 [N] 101 151

Rail bending
M0 [Nmm] 45 267 763
moment

Bending stress at
σ0 [N/mm ]
2
120
rail foot

Variant II Variant III

Longitudinal
Westergaard Zimmermann Westergaard Zimmermann

Longitudinal
Mlong
bending moment [Nmm] 28 759 51 200 000 38 387 85 710 000
II,III
at Po

Longitudinal top 1,48 2,07

bending tensile σlong 2
[N/mm ] 2,33 2,63
stress at concrete 1
bottom 0,71 1,00
slab

Longitudinal top 0,10 0,17

bending tensile σlong 2
[N/mm ] 0,43 0,41
stress at cement 2
bottom 0,51 0,80
treated base

Variant II Variant III

Lateral
Westergaard Westergaard

Lateral bending Mlat

[Nmm] 48 392 60 591
moment at Po II,III

Lateral bending top 2,34

tensile stress at σlat 1 [N/mm ]
2
3,92
concrete slab bottom 1,13

Lateral bending top 0,17

tensile stress at
σlat 2 [N/mm ]
2
0,72
cement treated
bottom 0,80
base

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D.3.2 Stresses due to thermal impact

D.3.2.1 Decisive bending constant stresses σc due to temperature changes ΔT acting in concrete
slabs or pavements

The required numbers of steel bars for 0.8% of reinforcement is:

D.3.2.2 Decisive bending tensile stresses σw due to temperature changes Δt acting in concrete slabs
or pavements

Flexural tensile stress σw caused by the concrete slab/pavement warping due to temperature gradient Δt:

D.3.3 Determination of maximum allowable flexural fatigue stress due to vehicle load σQ

D.3.3.1 Maximum allowable tensile flexural stress in winter (longitudinal stresses)

Critical longitudinal bending tensile stress activated due to the traffic load (calculated in the chapter B.1.6):

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 prEN 16432-2:2014 (E)

D.3.3.2 Maximum allowable tensile flexural stress in summer (lateral stresses)

Critical lateral bending tensile stress activated due to the traffic load (calculated in the chapter B.1.7):

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Annex E

(informative)

Quality control – Routine tests and frequency of testing

E.1 General

This Annex provides guidelines for the organization of routine tests and proposals for frequency of testing.
This Annex applies to mass production on slabs. In case of smaller quantity, frequency of testing can be
modified.

E.2 Data of the slabs to be checked

Tables E.1, E.2, E.3 and E.4 define most important data of the slabs to be checked for routine tests.

Table F.1 — Raw materials

Item Description Standard

Cement Certificates from the cement supplier prEN 197-1:2014
Aggregates Petrographic analysis EN 12620
Steel Certificates from steel supplier EN 10080 / series prEN 10138
Fastening system
Certificates from component suppliers
components

Table F.2 — Manufacturing process

Item Description Standard

Formwork Geometry, strength, stiffness, finish
Concrete Compressive strength at 7 days and EN 206-1
28 days,
water/cement ratio,
compressive strength at pre-stressing
release,
core temperature.
Steel Position of steel with regard to
nominal position
Curing Accelerated curing cycle and Recording of curve in
maximum temperature comparison with design
curing curve
Pre-stressing force Pre-stressing force applied (direct or
(if appropriate) indirect according to manufacturing
process)

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Table F.3 — Finished product

Item Description Quality plan

Surface finish and Visual inspection of the slabs Part of quality plan of
general appearance manufacturer to be approved by
purchaser
Fastening system Routine tests in relation with the Part of quality plan of
fastening system manufacturer to be approved by
purchaser
Length Length of the slab Part of quality plan of
manufacturer to be approved by
purchaser
Width Width of the slab Part of quality plan of
manufacturer to be approved by
purchaser
Height/thickness Height/thickness of the slab Part of quality plan of
manufacturer to be approved by
purchaser
Rail seat distance Rail seat distance between each Part of quality plan of
neighbouring pair of fasteners, in both manufacturer to be approved by
directions purchaser
Rail inclination Rail inclination in each fastening system Part of quality plan of
manufacturer to be approved by
purchaser
Rail gauge Rail gauge Part of quality plan of
manufacturer to be approved by
purchaser
Mass Mass of the slab Part of quality plan of
(if appropriate) manufacturer to be approved by
purchaser

Table F.4 — On-site installation

Item Description Quality plan

Surface finish and Visual inspection of the slabs Part of quality plan of
general appearance manufacturer to be approved by
purchaser
Fastening system Routine tests in relation with the Part of quality plan of
fastening system manufacturer to be approved by
purchaser
Rail inclination Rail inclination in each fastening system Part of quality plan of
manufacturer to be approved by
purchaser
Rail gauge Rail gauge Part of quality plan of
manufacturer to be approved by
purchaser
Continuous support of Continuous support of the installed slab Part of quality plan of
the slab manufacturer to be approved by
purchaser
Vertical position of the Check survey of the vertical track Part of quality plan of

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finished track position manufacturer to be approved by

purchaser
Horizontal position of Check survey of the horizontal track Part of quality plan of
the finished track position manufacturer to be approved by
purchaser
Rail seat distance Rail seat distance between each Part of quality plan of
neighbouring pair of fasteners, in both manufacturer to be approved by
directions purchaser
Slab protection Protection of the slab after on-site Part of quality plan of
installation, e.g. during pouring and manufacturer to be approved by
curing of the grouting/concrete, during purchaser
welding and grinding of the slabs, etc.

E.3 Examples for frequency of testing

For the inspection of finished products, several methods can be used such as sampling, etc.

NOTE There is a general agreement in Europe for mass production. Geometrical inspection for main items of 1,5 %
of finished products gives clear understanding of the product quality. Range can be adjusted from 1 % to 2 %.

Frequency of routine load tests at rail seat is linked to the manufacturing process.

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Bibliography

[1] EN 13146 series, Railway applications ─ Track ─ Test methods for fastening systems

[2] EN ISO 9000, Quality management systems ─ Fundamentals and vocabulary

95