Garry Thuer & Henrik Vocks Track slab system technology in Australia

Rhomberg Rail Australia Innovation challenges based on European

long term experiences

TRACK SLAB SYSTEM TECHNOLOGY IN AUSTRALIA

INNOVATION CHALLENGES BASED ON EUROPEAN LONG TERM
EXPERIENCES
Garry Thuer
Master of Business Administration
Managing Director Rhomberg Rail Australia
Henrik Vocks
Master of Engineering (Civil)
Construction Manager Rhomberg Rail Australia

1 SUMMARY
Track slab systems are not new to the Australian market but rarely installed. The reason may be
limited knowledge of the extensive possibilities combined with some not satisfying experiences. Track
slab systems should not be considered as a replacement of ballasted track systems in every
environment or every upcoming project but as a worthy alternative for designated sections of the
railway network. The advantages of track slab systems will help network owners providing a better
and more reliable railway network. Consequently railway operators, their clients and passengers will
benefit from higher track availability.

2 INTRODUCTION often asked to explain what track slab is and

I recall standing on an underground platform at
ZOOLOGISCHER GARTEN (the Zoo train
station) as a child in Berlin looking at the
tracks, waiting for the next train to arrive. I was
wondering why the tracks looked so different
to the tracks of the heavy rail above ground. I
couldnt see the rocky material in which the
sleepers were usually embedded. Later I
would come to learn that this track system was
called ballastless track or track slab.
Something similar happened to me some
weeks ago when waiting at North Sydney
station on Platform 1 for the train to Wynyard.
Looking at the two different track systems on
either side of the platform I was reminded of
one of my first encounters with track slab,
however I now knew what it was and why it
was being installed.
why it is being installed. Terms like LVT and
top-down methodology will be explained in this
paper together with observations of the
challenges experienced while installing
ballastless track systems in certain
environments. If you are keen to learn more
about the ideas and basics of track slab
systems you are invited to read this article.
3 OVERVIEW TRACK SLAB SYSTEMS
Together with the rolling stock the track is one
of the highest loaded and abraded elements of
the railway system. The interaction between
the rail track and the train wheel is responsible
for the riding quality and eventually for a safe
ride of the trains. A smooth ride for the train
passenger provides a sense of comfort and
safety.

As a specialist in track slab construction I am There are some key factors required to

Figure 1 Typical cross section of ballasted track and track slab AusRAIL 2012
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achieve ride comfort and safety. Good track
quality requires at the onset a well constructed
track system which is then adequately
maintained throughout the assets lifecycle.
However, the operational demands on our
railway lines mean that network operators are
stretched to provide appropriate possession
windows for the required maintenance and
track renewal works.
In response to these restrictions on track
access European engineers began looking for
alternatives to the ballasted track systems in
the 1950s [1]. Ballastless systems were
regarded as a suitable alternative option
because among others they promised stable
track geometry. The original proposed system
would consist of a firm layer like concrete or
asphalt which supports the sleepers and rails.
Predecessors of the so called track slab
systems were already in use on light railways
such as underground metros in major cities.
Many different track slab systems were
developed during the 1970s and over the
following years (e.g. over 55 different track
slab systems in Germany in 30 years).
3.1 Comparison ballasted track track
slab
Figure 1 shows a typical cross section of both
ballasted and track slab systems. To simplify
the comparison it is assumed that both the
ballasted track slab and track slab systems are
built on an earthworks formation. The
substructure of both systems, from the
Figure 2 Overview of different track slab categories [Rhomberg Group]
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
geological formation to the top of the capping
layer must be designed to meet the particular
load requirements for each network.
Nevertheless substructure layers must be able
to support the vertical and horizontal forces
whilst being appropriately composed to be
free-draining.
A typical superstructure of ballasted track
consists of bottom ballast, sleepers, top
ballast, jewellery and rails.
A typical superstructure of track slab consists
of an hydraulic bonded bearing layer, concrete
or asphalt bearing layer, sleepers or single
supporting points embedded or sitting on top
of the concrete or asphalt layer, jewellery and
rail. Together with the frost protective layer
(similar to capping layer of ballasted track but
typically 500mm to 700mm thick) the diverse
stiffness of layers transfer the traffic loads
damage-free into the substructure. Typically
the hydraulic bonded bearing layer is a mix of
mineral aggregate compacted by a hydraulic
bonding agent (e.g. Portland cement) and is
placed with road finishers.
The different track slab systems are shown in
figure 2, sorted into six main categories:
Systems with sleepers cast into an in-
situ concrete track slab (e.g.
Rheda2000)
Systems with elastically encapsulated
sleepers cast into an in-situ concrete
track slab (e.g. LVT)
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Systems with sleepers bearing directly
on an asphalt or concrete slab (e.g.
Getrac)
Systems consisting of pre-fabricated
track slab elements or plates (e.g.
OeBB-Porr plate, J-slab on
Shinkansen lines)
Systems with single supporting points
cast or anchored into an in-situ
concrete track slab (e.g. Delkor Egg)
Systems with continuously embedded
rails (e.g. edilon-sedra systems)
Table 1 Selected advantages and disadvantages of ballasted track compared to track slab
A lot of different track slab systems were
developed always with the goal to fulfil special
requirements
Before the decision is made in favour of one or
the other systems, network owners and
operators should satisfy themselves whether
ballasted or ballastless track systems will fulfil
their requirements throughout the whole of
asset life-cycle. Table 1 outlines the
advantages and disadvantages of each
system.
As articulated in Table 1 the comparison
between the two systems is based on the fact
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
that they are installed on earthworks. Diverse
papers and studies of European network
owners such as SBB (Swiss railways) and DB
(German railways) show that track slab on
earthworks is an expensive alternative to
ballasted track; not because of the track slab
system itself but because of the extensive
preparation works in the earthwork layers to
provide a settlement-free foundation. These
studies conclude that track slab systems
provide a very good alternative to ballasted
track when installed on structures such as
bridges, tunnels, troughs, or in highly used
track sections (stations, tight curves, junctions,
etc.) or in an environment where combined
rail-road traffic is expected. Track slab
systems in general are the standard in newly
constructed or refurbished European tunnels
longer than 500m.
4 HOW TO INSTALL TRACK SLAB
SYSTEMS?
There is a variety of track slab and fastening
systems available on the market. Each system
should be installed in accordance with the
specification. Track slab can be built by either
the bottom-up and top-down methodology.
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Figure 3 Bottom-up methodology
4.1 Bottom-up methodology
Figure 3 depicts the bottom-up methodology
which consists of placing the different layers
on top of each other with an increased
accuracy from bottom to top. The top layer
provides the base for the rail fastening
elements. Ideally its surface should fulfil the
requirements of the future track geometry
parameters. This ensures the supporting
elements can be placed in a neutral position
without the need for any adjustment. For all
practical purposes the process of pouring
concrete in situ wont meet these needs. Most
of the fastening systems are designed to allow
adjustment of track geometry for maintenance
purposes. Misleadingly this maintenance
reserve can be used immediately after
construction of the track slab to compensate
for construction tolerances of the top layer.
This will in turn leave less maintenance
reserve for future adjustments. The bottom-up
methodology applies to most direct fixation
fastener (DFF) systems installed in Australia
(e.g. Delkor Egg, LB Foster, ...). Depending on
Figure 4 Top-down methodology
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
the chosen methodology the drilling of anchor
holes in the freshly finished concrete layer is
another working step. After placing and
adjusting the fasteners high strength grout will
be poured. When using the clipped rail as
survey points the DFF can remain in their
neutral adjustment position and therefore
provide the full maintenance adjustment.
The rails can be adjusted using standard
methods such as wedges and shims combined
with gauge holding components. There are
also several adjustment bars available which
combine levelling, positioning and gauge-
holding in one element. Some of them also
support the rail inclination which becomes
important when single supporting points are
used.
4.2 Top-down methodology
Figure 4 depicts the top-down installation
methodology. After constructing the base
layers (e.g. hydraulic bonded bearing layer,
concrete layer in tunnels) the rails and
sleepers/fastening system will be laid out to
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long term experiences

form a skeleton track. Ideally the skeleton
track will be adjusted directly using the gauge
face and top of rail (TOR) as survey working
points. Using the head of the rail will reduce
the risk of track geometry irregularities
occurring if using other survey working points
such as the foot of the rails, fastenings and
sleepers. The manufacturing tolerances of all
these elements added up can have a negative
impact on the final track geometry. After the
skeleton track is adjusted and fixed, the
concrete can be poured. One of the
advantages compared to the bottom-up
methodology is that no concrete layers need to
be prepared within very tight tolerances. Only
layers with wider tolerances and the
installation of pre-cast elements as part of the
top layer combined with openings for
fastenings has made it possible to optimise the
installation methodology. The fastenings and
rails are adjusted to final track geometry and
small quantities of grout are poured to fix the
fastenings.
4.4 Achieving track geometry
requirements
Once the concrete has been poured the track
slab is more or less fixed in position for its
lifetime. Driven by the need to get the
alignment right first time and the tight

Figure 5 different adjustment tools, left: adjustment jack, middle: gauge bar, right: adjustment bar

the drainage requirements of surface need to
be met.
Whatever system is used it must be possible
to fix formwork and pour the concrete without
impacting on the positioning equipment. Once
the concrete is firm enough to support the
weight of the track the positioning equipment
can be removed and reused.
4.3 Combination of both methodologies
More recently a combination of both methods
has been developed. Using the advantages of
fast and cost effective placement of base
tolerances permitted on high speed lines
proper adjustment methods have been
developed. The very tight construction
tolerances for the German high speed lines
are close to the technically achievable limits.
These tolerances (see Table 2) were
developed for main and high speed lines but
once the network owners and operators
realised the positive impact on riding comfort,
wear and maintenance these very tight
tolerances could also be found in tender
documents of light rail systems (even where
the maximum speed is less than 100km/h).

Value of permissible deviation

Track gauge 2 mm in relation to the basic size of track gauge of 1436 mm

Track
2 mm in relation to the design superelevation
superelevation

Deviation of the actual versine of two adjacent verification points from the
Longitudinal
design versine:
level (vertical
2 mm for points at a distance of 5 m
versine)
10 mm for points at a distance of 150 m
Deviation of the actual versine of two adjacent verification points from the
Direction
design versine:
(horizontal
2 mm for points at a distance of 5 m
versine)
10 mm for points at a distance of 150 m
Table 2 list of requirements for the construction of track slab / DB Netz AG (German Railways Network
Owner

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To fulfil the tight tolerances during construction
the construction companies developed simple
and highly engineered adjustment methods.
Some examples are shown in figure 5.
4.5 Transition track slab to ballasted
track
Transition structures between track slab and
ballasted track are a critical and often
underestimated area in the superstructure.
The purpose of the transition is to provide a
smooth transfer between the stiff track slab
section and the soft ballasted track section.
Most of the existing solutions especially for
Figure 6 transition structure developed by Rhomberg
high speed lines are very complex in their
design, containing various sleeper types and
pads, glued ballast and additional rail. These
constructions also show unsatisfying
maintenance constraints.
Rhomberg developed a solution which
combines an easy to build and well to maintain
construction (e.g. by tamping machines). The
focus during the development was to provide a
durable and reliable structure with materials
also used on the ballasted track section (e.g.
standard sleepers and fixation, standard
ballast). The patented construction shown in
figure 6 works as a steel bridge embedded in
the ballast bed with one abutment on the track
slab side. It provides a smooth transition
between the two different stiffnesses of
ballasted track and track slab. The pre-
fabricated elements will follow the settlement
Track slab system technology in Australia
Innovation challenges based on European
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of the super- and substructure of the ballasted
track.
4.6 Thoughts on Design & Construction
(Engineering)
As mentioned above there are several track
slab systems on the market.
The first step when designing a track slab
system is to match the systems to the needs of
the upcoming project, bearing in mind any
special circumstances. The design must not
only meet the requirements of supporting the
rail traffic, but should also be buildable in an
efficient manner during the construction phase.
For example, precast heavy elements are
more difficult to handle in narrow surroundings
than small and comparatively light direct
fixation fastener systems. The planned track
slab system will have a direct impact on the
construction costs. Getting the construction
companies and network owners involved in the
design stage will help the project find the right
system and reduce the construction costs.
Installing track slab doesnt mean simply
pouring concrete around the sleepers or rails.
High quality construction is required
demanding specially designed tools and
equipment to guarantee a proper track
geometry is achieved. The development of the
concreting process starts in design phase by
specifying the right concrete mix design, e.g.
self levelling and self compacting concrete,
flowable concrete with early firmness,
pumpable concrete etc. The designers should
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keep in mind that diverse concrete delivery
methods are available and these will usually
not be defined until tender stage or early
process engineering/planning phase. It is
therefore important to be able to adapt the
concrete mix design to the delivery and
pouring method. Nevertheless the chosen
concrete mix has to fulfil the requirements of
the track slab system. Finding the right
concrete mix means understanding its
complex delivery and pouring method as well
as its final purpose of supporting the sleepers
and rails.
Rail engineers experienced in ballasted track
need to accept and make allowance in their
construction methodology for the fact that
there is only one chance to get the track
geometry right. There is no mechanised track
alignment with computer guided tamping
machines when working with track slab.
Furthermore, experienced civil engineers who
are used to working with concrete need to
appreciate that the tolerances in rail
construction are much tighter than in other
infrastructure works. Hence, the component
assembly, the delivery and the finishing of
concrete associated with track alignment
creates an interface which has to be very well
integrated into the whole process.
5 WHERE TO USE TRACK SLAB
SYSTEMS?
Track slab systems have several structural
advantages when compared to ballasted
tracks:
lower system height
narrower system width
reduced system weight
solid and durable structure
greater load distribution
stable surface
possible to integrate the concrete track
structure in the bearing tunnel shell
structure
smaller excavation cross-section in
tunnels (use of synergies in terms of
construction of engineered structures
and track works)
easier implementation of vibration
protection measures
higher running speeds with the same
alignment parameters
possible extreme alignment
parameters
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
better riding comfort due to more
stable track
reduction of rail stresses because of
defined and constant rail deflection
over the whole life cycle of the rail
reduced maintenance works and
easier access due to stable and even
surface
better drainage of surface water
higher availability of tracks due to
fewer and shorter possessions
better transport safety due to stable
tracks
In projects where system height or weight
have significant impact on other structures, or
where a trafficable surface is required, track
slab systems can be an alternative to ballasted
track. Tunnels and bridges normally provide
stable ground conditions and demand a track
structure with a high level of availability and
reliability. Similar requirements apply for light
rail lines with combined rail and road traffic.
Because of the constraints in dense populated
areas light rail alignments may share running
space with road traffic.
One of the key factors for the successful
delivery of a track slab system is to find a
logistical solution to the transportation of
materials, plant and personnel in restricted
spaces during the construction phase.
6 LOGISTICS A KEY FACTOR TO
SUCCESS (Logistical solutions for
narrow environment)
Imagine a single track tunnel system, 10km
long with restricted access only at the tunnel
portals. The tunnel shell constructors
completed their works and provide a circular
bored tunnel cross section. The first task will
be to place a concrete layer upon which trucks
can operate. This is followed by adding
walkways, vibration reduction systems and
track slab, followed by catenary, cabling,
safety equipment and signalling. All the
materials have to be brought in through the
tunnel portals. Assuming that the track slab
construction progress is one of the slower
tasks with 1km track installed per 7 days, the
quantity of materials needed to achieve this
can be as follows:
750 m3 of concrete or 125 concrete
mixing trucks per week loaded with 6.0
m3 of concrete, equal to 18 trucks per
day
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Figure 7 typical single track tunnel, Rhomberg project: Cologne Metro Installation of track slab system
on single supporting points (distributed on walkways)
1,540 sleepers, 650mm spacing, 80kg
each or 200 sleepers per delivery
truck equal to 8 trucks per week
20 legs of 110m long rails
Transportation for daily work shift
changes
Site engineers, surveying teams, etc.
Generating a lot of traffic in a tunnel requires a
planned logistical solution. With advancing
progress of the track slab system, the following
works will start and will also require
transportation through the tunnel over the
completed sections. (see 7.1 Track slab
installation the Loetschberg base tunnel
(CH)).
It is possible to apply this tunnel logistics
concept to working in an urban street
environment. Imagine building a new light rail
in the CBD of Sydney, let us take George
Street as our example. This worksite can be
compared with a tunnel system with only
limited access from the outside. It also has the
further complication of being a living
environment with traffic going on 24/7; cars,
busses, trucks and pedestrians will have to
pass the inner city worksite safely and ideally
without interrupting the ongoing construction
works. Like in a tunnel there are only very
limited stockpile sites available within the close
vicinity of the actual work. So every delivery
has to be scheduled, e.g. sleepers should be
delivered before the rails, alignment
adjustment works have to be coordinated with
Track slab system technology in Australia
Innovation challenges based on European
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concrete pouring works and so on. Special
logistical solutions like transporting the 12m to
25m long rails on the newly completed tracks
instead of using road trucks could help
reducing impact on public roads. The same
could apply to delivering sleepers,
reinforcement and concrete. Work trains
designed for this type of environment could
pick up the materials from a stockpile with a
yard functioning like an intermodal terminal.
There are successful examples for these types
of work trains running on light rail tracks. E.g.
the CarGo Tram in Dresden (GER) delivers
car parts to the Volkswagen factory running
over infrastructure normally used to move
passengers. The route from the logistics
center to the factory runs straight through the
inner city of Dresden. The use of road trucks
would cause an increase in road traffic.
Furthermore deliveries by train are more
predictable and projectable compared to road
bound traffic when leaving the storage area
and arriving at the job site. A much better
coordinated and safer material supply chain
will be the result which will positively affect the
construction progress.
7 CASE STUDIES OF SUCCESSFUL
DELIVERED TRACK SLAB PROJECT
In the following section a selected project have
been used to highlight some key factors for the
successful delivery of track slab projects in a
constrained environment like tunnels. The
main focus of this example is the installation of
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the track elements which will be shown as a
single work site knowing that in those complex
projects several other activities happen
simultaneously.
7.1 Track slab installation the
Loetschberg base tunnel (CH)
The Loetschberg base tunnel in Switzerland is
part of one of the main routes crossing the
Alps from North to South. The 35km long twin
tunnel system was equipped with
Switzerlands standard track slab system LVT
(Low Vibration Track).
One advantage of the LVT-system is its
effective vibration attenuation due to the dual-
level elasticity of the system with a mass
(concrete block) between two elastic
components (rail pad and block pad). It is
suitable for high speed, heavy haul and light
Figure 8 Overview Loetschberg base tunnel
rail lines.
One of the challenges of the single track
tunnel was the very limited access. Deliveries
of materials by truck with almost no possibility
of turning around for over 7km would have
taken too much time. Once the track was
installed it was not possible to use road
vehicles. Therefore Rhomberg decided to
deliver all of the materials from the tunnel
portals in Raron and Frutigen, using work
trains running on the previously completed
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
track slab. The whole delivery process wont
be discussed in this paper due to its
complexity. But the specially developed
installation process of the track slab is
described below.
Reusable 18m long skeleton track panels were
equipped with LVT sleepers. These were
prepared in an assembly shop outside of the
tunnel. 120 of these prefabricated skeleton
panels were transported by train into the
tunnel each three weeks. The skeleton panels
were constructed to be trafficable by the work
trains once they were roughly adjusted and
temporarily fixed to the ground. After placing
2,160m of temporarily track with a gantry
crane running on the side walkways the final
adjustment of the alignment began. This was
then followed by pouring the concrete in two
stages. The concrete was delivered in 7m3
concrete mixing drums, transported from the
Figure 9 Low Vibration Track sleeper (LVT)
concrete plant outside of the tunnel by rail
bound concrete shuttle and gantry crane to the
concrete finisher unit. This specially designed
unit ran on the final adjusted track, the
concrete passed over a conveyor belt to a
distributer unit straight in between the
sleepers. The continuous slow speed of the
finisher unit and the pouring of concrete had to
work hand in hand to guarantee that all
sleepers were fully embedded in concrete and
that there were no air bubbles under the
sleeper bottom.
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Work flow
direction
Figure 10 concept of finisher train
After completing the cycle of 2160m the
skeleton panels were unclipped and returned
to the assembly shop outside of the tunnel
where the cycle started again, clipping up
thousands of new sleepers.
Some critical issues during the concreting
process were the high air temperature of up to
40C and the constant air stream which could
lead to the concrete drying too fast and
causing surface cracks. Extensive curing was
undertaken and water spraying units were
installed to cool and humidify the air. The
concrete mix had to be adjusted dependent on
the transportation times. This could extend up
to 2 hours from first filling of the drum to
pouring. Also the concrete train timetable had
to be very precisely coordinated with the
Figure 11 concrete finisher unit, running on final
adjusted track (!)
following tasks, no delays were allowed.
Extensive tests at Rhombergs own track
competence centre and testing hall were
undertaken before work commenced on site. A
whole cross section of the tunnel was built to
replicate the environment in the tunnel. Track
laying, transportation, adjustment and
concreting tests with some of the key
personnel and future workers were done to
optimise the work methodology which until
then only existed in theory and concepts. The
very positive progress achieved in the early
phases of the project showed that the whole
project benefitted of this procedure.
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
Rhomberg was involved in far more projects
then the one discussed above, e.g. the
projects Citytunnln in Malmoe, Northern
Approach Line to the Brenner Base tunnel,
high speed lines Cologne Rhine/Main and
Nuremberg Ingolstadt, Cologne underground
metro, light rail lines in Zurich just to mention a
few. All projects had in common that working
in restricted spaces demanded for specially
developed working methodologies together
with logistical solutions.
7.2 Conclusion logistic
One of the key success factors to building high
quality track slabs is a continuous work
progress. This includes pouring of concrete to
fully embed the sleepers without air bubbles,
compacting and finishing the concrete at the
same rate of progress as placing it. Also the
whole preparatory and adjustment works and
regular material supply are affected positively
by a standardised work program. The learning
effect of periodic working steps leads to an
increased progress of each team during the
construction phase. The examples above
show that a smart delivery concept and
familiarisation with the proposed track slab
system support a high quality outcome.
Figure 12 completed track slab with temporary
rails, definite 120m long rails stored on the
walkways
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8 FINANCIAL CONSIDERATION
European railway operators have repeatedly
tried to get a better understanding of the
benefits of track slab systems. Therefore
extensive research studies and financial
comparisons of ballasted track and track slab
have been undertaken, including Life Cycle
Costs analysis. One of the main questions
asked was (and still is) Is the higher initial
capital expenditure for track slab offset by
lower maintenance costs and how does this
compare with the lifetime costs of ballasted
track systems?
Between 2004 and 2010 a number of papers,
reports and professional articles were
published which discuss the construction costs
as well as the Life Cycle Costs by comparing
ballasted and ballastless track systems. Some
of the main conclusions are [1, 2, 3]:
Ballasted track will be the first choice
when looking at railway lines built on
open tracks.
Ballasted tracks are more flexible
when changes in the alignment have
to be made.
Ballasted tracks on earthworks have
the lowest Life-Cycle Costs due to
highly developed mechanised
maintenance processes.
Table 3 Example of the difference of quality of track position between slab track and ballast track [4]
Track slab system technology in Australia
Innovation challenges based on European
long term experiences
Track slab systems have higher
investment costs in the first place but
lesser maintenance costs over the
whole lifetime.
Track slab systems are most suitable
for tunnels longer than 500m and for
projects with stable foundation, such
as bridges, trough constructions and
for niche applications single solutions
on open track (also see chapter 3.1).
Using track slab systems the
alignment of a new line may be
chosen in such a way that building
expensive civil engineering structures
can be reduced or avoided.
Safety regulation requirements are
better fulfilled by track slabs and they
provide easier access for road
vehicles in tunnels.
The traffic (passenger and freight
trains or mixed traffic) doesnt have a
high impact on the decision of the
track system.
A report written for the Suisse Railways
concluded that a professional project planning
and a high quality of construction and material
are most relevant for the economic efficiency
of railways [2]. Furthermore regular and
demand-oriented maintenance helps keep the
Life Cycle Costs low. The investment at the
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long term experiences

beginning of a project has significant impact on
the maintenance costs over the whole lifetime
of the track (factor 2:1). The report also
concludes that the Life Cycle Costs LCC of
one of the cheaper, and by SBB preferred,
track slab system are equivalent to ballasted
tracks on open track. In tunnels the track slab
is the most economic solution [2].
Another paper [3] describes that the contractor
in projects, especially in Public Private
Partnerships (PPP), has to guarantee
operation over a long period and to a large
degree its profit depends on achieving levels
of availability of the infrastructure. Therefore a
reliable and highly available railway is one of
the keys to profitability. Also track slab has an
advantage over ballasted track when it comes
to maintenance requirements, which has been
long understood.
Table 3 describes the track quality value Q of
ballasted track and track slab sections
compared over a 5 year period at the high
speed line Hannover Wuerzburg in particular
the Sengeberg tunnel. The track quality value
is a numeric conclusion including the track
parameters horizontal and vertical alignment,
superelevation, twist and gauge. The track
quality value (red graphs) of the track slab
section stays more or less the same over the 5
year period and significantly under the more
variable values for the ballasted track section.
The value of the ballasted track section shows
a rapid increase of the track quality value
(=degradation of track geometry) until a major
reconditioning was done.
costs together with upcoming projects will
provide opportunities to discover and
implement the advantages of track slab
systems. The experiences and the lessons
learnt overseas can be used by Australian
companies to avoiding some of the learning
steps of the European development process.
REFERENCES
[1] Denis Kocan (11/2005), 12. Fachtagung
des IFF Weimar e.V., Feste Fahrbahn
Oberbau Einsatzgebiete fuer die
Betontechnologie; (12.Symposium of IFF
Weimar association, Track Slab
Superstructure Fields of Application for
concrete)
[2] R. Steinegger and others,
Systementscheidung Feste Fahrbahn
versus Schotteroberbau fuer die
schweizerische Bundesbahn (SBB);
(System Decision Track Slab versus
Ballasted Track for the Swiss Railways
SBB)
[3] R. Schilder and others, RTR special
(2007), Installation Quality of Slab Track
A Decisive Factor for Maintenance
[4] E. Darr / W. Fiebig, Feste Fahrbahn -
Konstruktion und Bauarten fr Eisenbahn
und Strassenbahn; (Track Slab
Construction and Systems for Heavy and
Light Rail)

This table shows impressively the advantages

and achievable benefits of a track slab system
installed in a settlement free environment.
More stable track geometry promises longer
maintenance cycles and reduced
reconditioning works, which means lower
maintenance costs and a higher availability of
the track. Additionally the estimated track slab
lifetime of 50-60 years compared to that of
ballasted track with 30-40 years promises
more economic benefits.

9 CONCLUSION
Australian experiences of installing track slab
systems are limited to some smaller projects
where ballasted track couldnt fulfil the design
requirements e.g. track stability, limited
clearances, limited superstructure height
(underpass) or where combined road/rail traffic
was necessary (light rail). The increasing
traffic, the demand of high availability of
railways and the quest of cutting maintenance

AusRAIL 2012
27 28 November 2012, Canberra