Ballastless Tracks

1 Introduction and state of the art
1.1 Introductory words and definition
1.2 Comparison between ballasted track and ballastless track
1.3 Basic ballastless track types in Germany - the state of the art
1.3.1 Developments in Germany
1.3.2 Sleeper framework on continuously reinforced slab
1.3.3 Continuously reinforced slab with discrete rail seats
1.3.4 Precast concrete slabs
1.3.5 Special systems for tunnels and bridges
1.3.6 Further developments
1.3.7 Conclusion
1.4 Ballastless track systems and developments in other countries (examples)
2 Design
2.1 Basic principles
2.1.1 Regulations
2.1.2 Basic loading assumptions
2.2 Material parameters - assumptions
2.2.1 Subsoil
2.2.2 Unbound base layer
2.2.3 Base layer with hydraulic binder
2.2.4 Slab
2.3 Calculations
2.3.1 General
2.3.2 Calculating the individual rail seat loads
2.3.3 Calculating bending stresses in a system with continuously supported track panel
2.3.4 System with individual rail seats
2.3.5 Example calculation
2.4 Further considerations
2.4.1 Intermediate layers
2.4.2 Temperature effects
2.4.3 Finite element method (FEM)
3 Developing a ballastless track
3.1 General
3.2 Laboratory tests
3.2.1 Rail fastening test
3.2.2 Testing elastic components
3.2.3 Tests on tension clamps
3.3 Lateral forces analysis
4 Ballastless track on bridges
4.1 Introduction and history
4.1.1 Requirements for ballastless track on bridges
4.1.2 System-finding
4.1.2.1 Geometric restraints
4.1.2.2 Acoustics
4.1.2.3 Design
4.1.3 System trials and implications for later installation
4.1.4 Measurements during system trials
4.1.5 Regulations and planning guidance for laying ballastless track on bridges
4.1.6 The Cologne-Rhine/Main and Nuremberg?Ingolstadt lines
4.1.7 VDE 8 - new forms of bridge construction
4.2 Systems for ballastless track on bridges
4.2.1 The principle behind ballastless track on long bridges
4.2.2 Ballastless track components on long bridges
4.2.3 Ballastless track on

The authors are extensively involved in planning, operating and inspecting, designing and testing as well as updating specific rules as well as R&D.
 
Univ.-Prof. Dr.-Ing. Stephan Freudenstein has been a full professor at the Chair and Institute of Road, Railway and Airfield Construction at the Technical University of Munich and director of the test institute of the same name in Pasing, Munich, since 2008. After graduating in civil engineering at TU Munich in 1995 and working at Heilit + Woerner Bau AG, Stephan Freudenstein became a research associate at TU Munich's Chair and Institute of Road, Railway and Airfield Construction in 1997. In 2002 he joined Pfleiderer Infrastrukturtechnik GmbH, now known as RAILONE GmbH, in Neumarkt in der Oberpfalz, Germany. While there, he headed up the technology and development department. He was responsible for prestressed concrete sleepers and the technical side of various ballastless track projects in Germany and farther afield. The main focus of Prof. Freudenstein's research is the structural design of road and rail superstructure systems and aviation surfaces. He is a member of numerous German and European technical standard committees and committees of independent experts.
 
Dr.-Ing. Konstantin Geisler graduated in civil engineering at TU Munich in 2010. He was awarded his doctorate by that university in 2016 and now works in academic research at TU Munich's Chair and Institute of Road, Railway and Airfield Construction.
 
Dipl.-Ing. Tristan Mölter studied civil engineering at TU Darmstadt. Since 1999 he has been responsible for noise control, bridge equipment and provisional bridges at the technology and plant management department of Deutsche Bahn DB Netz AG in Munich. He is the chair of the structural engineering commission (FA KIB) at VDEI (association of German railway engineers) and a member of numerous German and European technical standard committees and committees of independent