work procedures for permanent way · pdf filework procedures for permanent way maintenance 7th...

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7th revised and extended edition

Work procedures for permanent way maintenanceBahn Fachverlag

www.bahn-fachverlag.de

ISBN: 978-3-943214-03-1

Lothar Marx

Dietmar Moßmann

In co-operation with:

This DB manual provides specialists and managers who plan and execute work on the permanent way with knowledge concerning the interaction of personnel, machines, devices and track equipment during permanent way maintenance. The authors clearly describe the work procedures involved in the repair and installation of tracks and switches, including ballast cleaning and mechanical tamping work. Both formation rehabilitation methods and day-to-day maintenance are dealt with.

The reader is familiarised with inspection and maintenance work as well as the acceptance of permanent way services. The authors also deal with the relatively new topic of „ballastless permanent way systems“ (ballastless track system) and provide an outlook concerning further developments in track maintenance machines and working procedures.

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DB ManualPublished by Bahn Fachverlag

EXTRACT!DB ManualEXTRACT!DB Manual

Published by Bahn Fachverlag

EXTRACT!Published by Bahn FachverlagDB Manual

Published by Bahn Fachverlag

Lothar Marx • Dietmar Moßmann

Work procedures for permanent way maintenance

7th revised and extended edition

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German National Library bibliographic information The German National Library catalogues this publication in the German National Bibliography; detailed bibliographic information can be found in the Internet under http://dnb.d-nb.de.

Lothar Marx • Dietmar Moßmann

Work procedures for permanent way maintenanceDB manual

7th revised and extended edition – Bahn Fachverlag GmbH, Berlin 2012

Publisher: Bahn Fachverlag GmbH in co-operation with DB Training, Learning & Consulting

© Bahn Fachverlag GmbH, Berlin 2012 All rights, including translation into foreign languages, are reserved by the publisher. No part of this work may be reproduced, processed, copied or distributed in any form (photocopy, microfilm or any other procedures), including for training purposes, using electronic systems without the written approval of the publisher.The names of products mentioned in the book which are simultaneously registered trademarks have not been specifically identified. The absence of the ® symbol does not therefore infer that the name is a free product name. Nor is any reference made to the existence of patents or utility model protection. Title photo: DB Bahnbau Gruppe/Benz Illustrations without source information: L. Marx/D. Moßmann Cover design and layout: DB AG; CRUFF, Berlin Printing and binding: Laub GmbH & Co. KG, Elztal-Dallau

Printed in Germany

ISBN: 978-3-943214-03-1

DB manual - Work procedures for permanent way maintenance3

Contents

Preface 19

1 General 21

2 Track equipment 25

2.1 General 25

2.2 The rails 25

2.2.1 Insulated rails 26

2.2.2 Insulated joints 26

2.3 The sleepers 28

2.3.1 The wooden sleepers 28

2.3.2 The steel sleepers 28

2.3.3 The reinforced concrete sleeper 30

2.3.4 Special forms of concrete sleeper 31

2.4 The sleepers of the ballastless track system 32

2.5 The rail fastening 35

2.5.1 The rail pad 35

2.5.2 The types of rail fastening 36

2.6 The ballast bed 41

3 Substructure 42

3.1 General 42

3.2 Substructure of new tracks 44

3.2.1 Substructure foundation 45

3.2.2 Checking load-bearing capability and rate of compression 46

3.2.3 Measures to prevent embanking settling 46

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3.2.4 Draining the track formation 47

3.2.5 Drainage systems 47

3.3 Substructure of old tracks 48

3.3.1 Substructure redevelopment 49

4 Line layout and routing 50

4.1 General 50

4.2 Principles of line layout: Discretionary and approval limit values 50

4.3 Route elements 51

4.4 Fundamentals of routing 52

4.4.1 The curved track 52

4.4.2 Superelevation 52

4.4.3 Lateral acceleration 53

4.4.4 Compensating superelevation 53

4.4.5 Determining superelevation 53

4.4.6 Unbalanced superelevation 54

4.4.7 Excess of superelevation 55

4.4.8 Minimum superelevation 55

4.4.9 Standard superelevation 55

4.5 Transition curves and superelevation ramps 56

4.5.1 The transition curve 56

4.5.2 Reverse curve with transition curve 56

4.5.3 Superelevation ramps 57

4.5.4 Ramp forms 57

4.6 Longitudinal track pull 58

4.7 Slope and gradient change 58

4.7.1 Graduated gradient change 58

5 Maintenance terms 60


5.1 General 60

5.2 Explanation of individual terms and meaning for the permanent way 60

6 Inspection 63

6.1 Inspections on foot/inspection runs 63

6.1.1 Track inspections on foot 63

6.1.2 Track inspection runs (see guideline 821.2004) 64

6.2 Measurement runs 65

6.2.1 Checking the track geometry with track inspection vehicles (see guideline 821.2001) 65

6.2.2 Technical driving inspections (see guideline 821.2002) 71

6.2.3 Ultrasonic test runs 73

6.2.4 Rail inspection train equipment 80

6.3 Manual measurements 83

6.3.1 Switch diagnosis system VAE ROADMASTER 2000 85

6.4 Foundation survey 88

6.4.1 General 88

6.4.2 Execution of the geotechnical survey 89

6.4.3 Evaluation of results 97

6.4.4 Construction execution 99

6.4.5 Conclusion 99

6.4.6 Application of the ground-penetrating radar 100

6.4.7 Geotechnical survey report for maintenance work 111

6.5 Evaluation and measures 117

6.5.1 General 117

6.5.2 Integrated inspection system (IIS) 117

6.5.3 Near-surface defects in rails 126

6.5.4 Planning of measures for track maintenance (see guideline 823.0100A02) 130

6.5.5 Special inspections with the GeoRail Xpress 136

7 Maintenance 142

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EXTRACT!5.1 General 60


7.1 Weed killing on and alongside railway tracks 142

7.1.1 Weed killing on railway tracks using pesticides 143

7.1.2 Weed killing outside of tracks using mechanical procedures 146

7.2 Lubrication of slide base plates 148

7.2.1 Lubrication of slide base plates 148

7.2.2 Switch rollers 148

7.2.3 Switch roller systems 148

8 Repair work 152

9 Planning of track maintenance 154

9.1 Rail transport 164

9.1.1 Quality assurance when loading rails 164

9.1.2 Rail transport with Robel design type 168

9.1.3 Rail transport with STS design type 170

9.1.4 Mobile continuous welded rail unloading device, Geismar design type, model EMD 172

9.2 High-speed track renewal machine SUM 315 (Q 3) 174

9.3 Track renewal train Matisa (UM) 182

9.3.1 Overview of the track renewal train procedure UM 182

9.3.2 Special features of track renewal trains UM-1, 2 and 3 190

9.3.3 Special features of track renewal train UM-S 2001 (HENRY THE STRONG) 192

9.3.4 Special features of P 95-2008 UM and UM-P from Schweerbau 197

9.3.5 Track renewal train MATISA P 90 LS from JumboTec 200

9.3.6 Special features of P 95 from Strukton 205

9.3.7 Special features of track renewal train P 95 SR 207

9.3.8 Renewal procedure Matisa P 100 212

9.4 High-speed track renewal machine (SUM-Q 1) 218

9.5 RU 800 S track renewal and ballast cleaning in one operation 221

9.5.1 General 221

9.5.2 Description of the working method 223


9.6 High-performance renewal procedure VFW 2001 225

9.7 Track renewal in a two-sleeper cycle with the SUZ 500 UVR 229

9.8 Track renewal train SUZ 500 with SVM 98 234

9.8.1 Preconditions for using the SUZ 500 234

9.8.2 Preliminary work 235

9.8.3 Organisation 235

9.8.4 Special features 236

9.8.5 Track renewal with SUZ 500 236

9.8.6 Subsequent operations (not usually by SUZ personnel) 238

9.8.7 Unloading and forwarding the continuous welded rails with the rail forwarding machine (SVM) in combination with high-speed track renewal machine SUZ 500 239

9.9 Donelli gantry crane 239

9.10 Track assembly 242

10 Renewal of switches 248

10.1 General 248

10.2 Preconditions (unloading, assembly) 251

10.3 Revolving cranes (Sk) 259

10.4 Renewal machine unit for switches and tracks (UWG) 269

10.5 Switch renewal with switch renewal machine WM 500-U 272

10.6 Switch transport wagon 276

10.7 Ready-to-install, fully-assembled large switch parts from the switch supplier 278

10.7.1 Goal setting 278

10.7.2 Technical solution 278

10.7.3 Complete assembly in the switch factory 280

10.7.4 Loading and transport 280

10.7.5 Installation 282

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EXTRACT!9.6 High-performance renewal procedure VFW 2001 225


10.7.6 Operations technology advantages 283

10.7.7 Special features of the complete assembly, its transport and installation 283

10.7.8 Summary 286

10.8 Switch maintenance 287

10.8.1 Switch inspection 289

10.8.2 Individual replacement of parts of the switch track 297

10.9 The locking sleeper 302

11 Sleeper replacement 305

11.1 General 305

11.2 Track renewal trains 305

11.3 Individual sleeper replacement by hand or with equipment 306

12 Rail replacement 311

12.1 General 311

12.2 Rail replacement with rail changers 312

12.3 Rail replacement with roller grips 314

12.4 Rail replacement with the rail replacement system SR 315

13 Ballast laying 317

13.1 General 317

13.2 Classic procedure 321

13.3 Ballast bed finisher 323


14 Installation of tracks 324

14.1 General 324

14.2 Ballast superstructure 324

14.2.1 Track laying with VFW 2001 324

14.2.2 Track laying with SUZ 500 UVR 325

14.2.3 Niemag track renewal crane (UN) 326

14.2.4 Renewal machine unit for switches and tracks (UWG) 327

14.2.5 Gantry crane with integrated individual sleeper laying device (PK 1-20/24) 329

14.2.6 Track laying with revolving cranes (Sk) 331

14.2.7 Track laying with the gantry crane (Donelli) 331

14.2.8 Laying of individual sleepers 331

14.3 Ballastless track system 335

14.3.1 General 335

14.3.2 The ballastless track system design types 336

14.3.3 Ballastless track system laying procedures 365

14.3.4 Measurement of the ballastless track system with the Hergie system 404

14.3.5 Laying the lean-mixed concrete in ballastless track systems 411

14.3.6 Procedure for laying continuous welded rails in ballastless track systems 415

14.4 Switches in ballastless track systems 417

14.4.1 Switches in the RHEDA 2000® design type ballastless track system 424

14.5 Requirements on the substructure for ballastless track systems on earthwork foundations 428

14.6 Transitions 428

14.7 Noise insulation in ballastless track system construction 428

14.8 Maintenance and renewal of the ballastless track system 431

14.9 Laying of special sleepers 433

14.9.1 Y-steel sleeper superstructure Y/S15 433

14.9.2 Twin sleeper (BS) 437

14.9.3 Sleeper bed for the ballast superstructure (padded sleeper) 442

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EXTRACT!14 Installation of tracks 324


15 Ballast solidification through plastic bonding 444

15.1 Product 444

15.2 Application areas 445

15.3 Required boundary conditions 449

15.4 Acceptance, quality control, guarantee 450

15.5 Guarantee 450

15.6 Work specifications 450

15.7 Handling of the bonding during tamping work 450

16 Ballast cleaning 451

16.1 General 451

16.2 Ballast cleaning machines RM 80 and 80-92 454

16.3 Ballast cleaning machine RMW 1500 460

16.3.1 General 460

16.3.2 Ballast bed cleaning with the RMW 1500 461

16.4 Rail-mounted ballast cleaning machines RM 800 and RM 800 Super 3S 465

16.5 Rail-mounted ballast cleaning machines RM 801 and RM 801-2 471

16.6 High-performance ballast cleaning machines RM 900 S and RM 900 476

16.6.1 RM 900 S from SPITZKE AG 476

16.6.2 RM 900 from Schweerbau 480

16.7 High-performance ballast cleaning machine RM 95-700 483

16.8 High-performance ballast cleaning machine RM 95-800 W 488


16.9 Rail-mounted ballast cleaning machine RM 76 UHR 493

16.10 Road-rail ballast cleaning machine ZRM 79 494

16.11 Ballast cleaning using other procedures 495

17 Loading and unloading systems for waste removal and ballast laying 496

17.1 General 496

17.2 Material conveyor and hopper unit (MFS 38, 40, 100-S, 250), belt storage device (BSG 60), bulk freight hopper wagon (BSW 11000 and 2000) and road-rail MFS 496

17.3 Loading belts and systems 501

17.4 Unloading systems for laying ballast 503

18 Formation rehabilitation 505

18.1 General 505

18.2 Laying with earth moving equipment 505

18.3 Formation rehabilitation machine PM 1000-URM 506

18.3.1 General description of the PM 1000-URM work procedure 506

18.3.2 Description of the PM 1000-URM work modules 513

18.4 Formation rehabilitation machine PM 200-1 (BR) 516

18.4.1 General information on PM 200-1 516

18.4.2 Addition of an RM 80-92 ballast cleaning machine to the PM 200-1 BR 522

18.5 Formation rehabilitation machine PM 200-2R 523

18.5.1 General information on PM 200-2R 523

18.5.2 Work procedure 526

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EXTRACT!16.9 Rail-mounted ballast cleaning machine RM 76 UHR 493


18.6 Sand distribution and compacting machine (SVV 100) from Joseph Hubert and Schweerbau 531

18.7 Recycling and formation rehabilitation machines RPM 2002 and RPMW 2002-2 538

18.7.1 Objective of RPM 2002 538

18.7.2 Work procedure 539

18.8 Recycling, formation rehabilitation and cleaning machine RPM-RS-900 from SPITZKE AG 544

18.8.1 General 544

18.8.2 Working methods 546

18.8.3 RPM-RS-900 from Schweerbau 550

18.9 Möbius soil remediation system 554

18.10 Formation rehabilitation with Wiebe ballast replacement system 557

18.11 Verification of installation quality 559

19 Mechanical tamping work in tracks and switches 562

19.1 Requirements on track and switch tamping machines and ballast ploughs 562

19.2 Measuring work ahead of tamping machines 574

19.2.1 Introduction 574

19.2.2 Measuring work on conventionally marked tracks 575

19.2.3 Measuring work with the EM-SAT track survey system 577

19.2.4 Measuring work with the GEDO CE 584

19.2.5 Measuring work with the Amberg GRP 3000 survey system 590

19.2.6 The satellite-supported track survey during track maintenance 595

19.3 Tamping 603

19.3.1 General 603

19.3.2 Compacting 614

19.3.3 First and second stabilisation 615

19.3.4 Creation of the ballast profile 616

19.3.5 Speed regulation after laying 616


19.4 Maintenance of the tracks 618

19.4.1 General 618

19.4.2 Preconditions and preliminary work 620

19.4.3 Elimination of long-wave track displacement on high-speed lines (v > 160 km/h) 621

19.4.4 Ballast distribution system (BDS 2000) 621

19.5 Maintenance of switches 625

19.6 Tamping work with small machines 626

19.7 Dynamic track stabilisation (DGS) 631

19.8 Checking execution 635

20 Creation of the continuous welded rail track 636

20.1 General 636

20.2 Stress compensation 636

20.3 Welded joints (intermediate and end welds) 639

21 Elimination of individual defects 650

21.1 Tracks 650

21.1.1 General 650

21.1.2 Correction of track displacement 650

21.1.3 Gauge correction 653

21.1.4 Bending up retracted insulated joints 655

21.1.5 Sleeper rehabilitation 656

21.2 Elimination of individual geometry faults in tracks and switches with individual defect tamping machines 665

21.2.1 Individual defect tamping machine UNIMAT-Sprinter 665

21.2.2 Fully-mechanised individual defect processing with the 08-275 4ZW 670

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EXTRACT!19.4 Maintenance of the tracks 618


22 Rail processing 673

22.1 General 673

22.2 Rail processing machines, type RR 676

22.2.1 Rail grinding trains (Ssz), types RR 48 M and 32 M 678

22.2.2 Rail grinding machines (Ssm), type RR 24 M 678

22.2.3 Universal grinding machines (Usm), types RR 16 M and RR 24 MC 679

22.2.4 Switch grinding machines (Wsm), types RR 16 P/D and 16 MS 679

22.3 Rail processing machines, types RG, SPML, RGM, GWM, SF 03/SM 03, SFU 04/SM 04, SBM 682

22.3.1 Rail grinding machine RG 48 682

22.3.2 Rail grinding machine SPML 16-2 684

22.3.3 Rail grinding machine RGM 685

22.3.4 Track and switch grinding machine GWM 550 686

22.3.5 Rail milling unit SF 03/SM 03 688

22.3.6 Rail milling machine SFU 04/SM 04 689

22.3.7 Rail processing machine SBM 250 691

22.4 Track and switch grinding machine RGH C 20 plus suction and rinsing unit (SuSE) 693

22.5 Rail grinding machine SZ 2000 698

22.6 Rail milling unit SF 03 FFS-Plus 701

22.7 High-speed grinding with grinding machine RC 01 703

22.8 The rail milling train SF 03 W-FFS 706

22.9 Hand-held grinding equipment 710

23 Noise insulation and vibration protection 711

23.1 Introduction 711

23.1.1 Noises and vibrations caused by railway vehicles 711

23.1.2 Sources of noise 712

23.1.3 Rolling noise 713

23.1.4 Legal boundary conditions 714


23.1.5 Vibrations 715

23.2 Inspection: assessment of the actual status of the rail running table quality 717

23.2.1 Direct measurement processes 717

23.2.2 Indirect continuous measurement processes 718

23.3 Maintenance and repair of the rail running tables 719

23.4 Sound-reducing measures 720

23.4.1 Measures on the rail 720

23.4.2 Absorbent running track coverings 720

23.4.3 Measures in the propagation path 720

23.4.4 Measures at the immission point 721

23.5 Vibration-reducing measures 721

23.5.1 Measures in the superstructure system 721

23.5.2 Measures in the propagation path 722

23.5.3 Measures at the immission point 722

24 Assessment and acceptance of track maintenance 723

24.1 Principles 723

24.1.1 General 723

24.1.2 Acceptance 723

24.2 Acceptance of new track construction or track renewal 727

24.2.1 General 727

24.2.2 Acceptance following new track construction or track renewal 727

24.2.3 SR0 values for new track construction or track renewal 730

24.2.4 SR0 values of the geodetic location of the track and other measurements 732

24.2.5 Checklist for acceptance documents 733

24.3 Acceptance of new switch construction and switch renewal 734

24.3.1 General 734

24.3.2 Object of acceptance 734

24.3.3 Acceptance following new switch construction and switch renewal 734

24.3.4 SR0 values of the switch geometry 736

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EXTRACT!23.1.5 Vibrations 715


24.4 Acceptance of track maintenance 738

24.4.1 General 738

24.4.2 Acceptance of track maintenance 738

24.4.3 Evaluation of the acceptance survey 739

24.5 Acceptance of switch maintenance 740

24.5.1 General 740

24.5.2 Acceptance of switch maintenance 740

24.5.3 SR0 values for switch maintenance 741

24.6 Acceptance of welded joints on rails 742

24.6.1 General 742

24.6.2 Principles 743

24.6.3 Working equipment 743

24.6.4 Acceptance of welded joints on rails 743

24.7 Acceptance of rail processing 748

24.7.1 General 748

24.7.2 Acceptance of rail processing 748

24.7.3 Guideline acceptance values following rail processing 750

24.7.4 Guideline acceptance values following the creation of special profiles 753

25 Further developments 754

25.1 General 754

25.2 SUZW 500 – new technology for track renewal in conveyor belt technology, H.F. WIEBE 754

25.3 Ballast bed cleaning machine RM900VB 759

25.4 Mobile maintenance system ROBEL 69.70 763

25.5 Ballastless track system DW prefabricated concrete track panels as the rail support system 768

25.5.1 System description 769

25.5.2 Routing principles 769

25.5.3 Construction implementation 769

25.6 The DURFLEX superstructure system 771


25.6.1 Characteristics of DURFLEX® 771

25.6.2 Laying procedure (Durfl ex installation) 772

25.6.3 Removal procedure and recycling 774

25.7 Navigable ballastless track system 774

25.7.1 System description 774

25.7.2 Laying procedure on earthworks (rough construction sequence) 776

25.8 The ZSX twin sleeper – the special pre-stressed concrete sleeper 776

25.8.1 The development objectives of the ZSX twin sleeper 776

25.8.2 Laying procedure 777

25.9 DURMINOR®, the low noise protection wall 780

25.10 New developments in ballastless track system design types 784

25.10.1 "New ballastless track system" (NFF) design type 784

25.10.2 "Naumburger Bauunion" (NBU) design type 785

Annex

Abbreviations 787

Units of measurement 788

Advertisers 789

DB guidelines and DIN standards 790

Index 792

Authors 796

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EXTRACT!25.6.1 Characteristics of DURFLEX® 771


Ihre AnzeigeYour Advertisement


Preface

The number of editions of the "Work procedures for permanent way maintenance" manual which have been published so far indicates the dynamic and extensive developments in railway permanent way maintenance procedures since the fi rst edition of the book 25 years ago.

This 7th edition is a snapshot of the current track and switch inspection, maintenance and repair technologies. The detailed descriptions of work procedures in interaction with personnel, machines and equipment lend this DB manual the status of a reference work for students, newcomers to the profession, specialist tutors and trainers.

The topics surrounding permanent way main-tenance are rounded off by an insight into new technologies. The compatibility of new work procedures, further developed components or modifi ed machines and equipment with the increasing scheduling and fi nancial dependencies in permanent way maintenance will have to be verifi ed in operational trials.

DB Netz AG is extensively interested in the further development of maintenance procedures. Due to the increasing requirements being made on the availability of the permanent way, the railway infrastructure urgently requires diverse work procedures to economically maintain its facilities. In this regard, DB Netz AG is one of the track construction industry's most important partners.

I would like to cordially thank the two authors and former employees, Mr. Lothar Marx and Mr. Dietmar Moßmann, for their work. They have again vigorously taken up an elementary railway topic in order to practically address the requisite knowledge and information.

I sincerely hope that this manual's readers are able to fi nd answers to their questions, and to extend and pass on their knowledge. Let us hope that this leads to stimuli for further developments in permanent way maintenance.

Oliver Kraft, CEO of DB Netz AGOliver Kraft, CEO of DB Netz AG

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Preliminary remarksThe maintenance of tracks and switches to guarantee operational safety necessitates knowledge of the work procedures, the relevant working methods and the individual track machinery and equipment. The authors' task was therefore to clearly and understandably convey the process technology applied at DB Netz AG to all interested parties.

This new edition of the manual is intended to be used as a training and advanced training document and to provide knowledge regarding the interaction of personnel, machines and track equipment in permanent way maintenance.

Changes have particularly arisen due to the inclusion of: track renewal train RU 800 S,❚❚

track renewal train SUM 315,❚❚

the P 95-SR track renewal trains,❚❚

track renewal train P 100, ❚❚

ballast cleaning machines RM 95-700 and RM 95-800 W,❚❚

the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,❚❚

the survey procedures EM-SAT, GEDO and GRP,❚❚

the switch transport wagon WTW,❚❚

the new formation rehabilitation machine PM 1000,❚❚

rail milling machine SF 03,❚❚

track renewal train SUZW 500.❚❚

New chapters dealing with the following topics have also been added: Track equipment,❚❚

❚❚ Substructure, ❚❚ Line layout and routing,Ballast bonding,❚❚

Noise insulation.❚❚

The installation and maintenance of the ballastless track system (FF) are additionally described. The ballastless track systems have also been further developed, particularly the RHEDA, Züblin, Bögl and Infundo design types.

The technical status of the work procedures is documented up to September 2010.

At this point, we would like to thank all of our expert colleagues for their friendly assistance and helpful advice. We would also like to thank the track maintenance companies and the manufacturers of the machines, equipment and materials required for maintenance for their valuable support and for providing us with documents which contributed towards making this manual a success. We would particularly like to thank Messrs. Armbruster, Dietrich, Dr. Hetzel, Knöfel, Dr. Kratochwille, LeDosquet, Rausch and Zück of DB for their kind co-operation. Additional thanks go to Mr. J. Rauch (IBES Baugrundinstitut GmbH) and Dr. Stefan Lutzenberger (Müller-BBM GmbH) for their supporting preliminary work.

Mainz, September 2010 The authors

VORWORT

the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,

VORWORT

the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,the survey procedures EM-SAT, GEDO and GRP,VORWORT

the survey procedures EM-SAT, GEDO and GRP,VORWORTthe switch transport wagon WTW,

VORWORTthe switch transport wagon WTW,the new formation rehabilitation machine PM 1000,

VORWORTthe new formation rehabilitation machine PM 1000,

ballast cleaning machines RM 95-700 and RM 95-800 W,the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,the survey procedures EM-SAT, GEDO and GRP,the switch transport wagon WTW,the new formation rehabilitation machine PM 1000,

New chapters dealing with the following topics have also been added:


General1 The task of permanent way maintenance is to provide the user (passenger and goods transport) with an infrastructure which meets the requirements in terms of speed, load and safety according to technical and economic aspects. The DB Netz AG infrastructure encompasses around 64,000 km of track and around 67,000 switch units (Fig. 1–1).

Priority networkDemixing of faster and slower tra�c in economic corridors

High-performance networkSigni�cant additional routes outside of the priority network

"Network 21" in 2012

Routes for high-speed trainsRoutes for lower-speed trainsRoutes in the high-performance network

Corridors still without �nancing decision or in planning or under construction

Schematic portrayal

Abb XXX 1_en.pdf 1 14.06.12 15:34

DB Netz AG railway network showing the priority and high-performance network Abb. 1–1: Graphic: DB AG/Le Dosquet

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Commissioning of the routes:

Mannheim – Stuttgart in 1991,❚❚

Hanover – Würzburg in 1991,❚❚

Hanover – Berlin in 1998, ❚❚

Cologne – Frankfurt in 2002 and ❚❚

Nuremberg – Erfurt in 2006 ❚❚

represented milestones in the high-speed network (v > 160 km/h), which now covers a track length of around 5,000 km, whereby the permissible speed on the new lines (NBS) is 300 km/h with the ICE 3 (Fig. 1–2).

ICE 3 on the new Cologne – Frankfurt (M) lineAbb. 1–2:

It has also been possible to increase the speed throughout the existing network, whilst retaining the route parameters, thanks to higher-performance vehicles in passenger and goods transport (Figs. 1–3 and 1–4).


ICE T with body-tilting technologyAbb. 1–3:

High-speed goods transport at 120 km/hAbb. 1–4:

In addition to the classic superstructure components (rail, sleeper and ballast), the installation of ballastless track system constructions (see Chapter 14.3) will also be described. Maintenance costs are to be reduced even further through innovative track constructions.

Each year, DB Netz AG spends considerable amounts of money on track maintenance and renewal. Performance of this work – often under diffi cult operational conditions –

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necessitates a high number of well-trained skilled civil engineering workers/track layers (internal employees and staff from track maintenance companies).

These employees are supported by track renewal trains (RU 800 S, SUM Q, UM 1 to 3, UM-S, SUM, SMD – 80, SUZ 500 UVR) and gantry cranes (e.g. UN, Donelli), renewal machine units for switches and tracks (UWG), 15 t to 150 t cranes plus WM 500 U, ballast cleaning machines (BRM) for tracks and switches as well as tamping machines for tracks and switches. Small machines and items of equipment are additionally available.

To organise this work, work specifications are drawn up for the deployment of track maintenance companies.


2 Track equipmentGeneral2.1

The permanent way, consisting of the track and switch constructions including crossings and rail expansion joints, is generally the most highly-stressed part of the infrastructure. Since railways came into being, the ballast superstructure and its components, the rail, rail fastening, sleeper and ballast, have undergone signifi cant technical development, up to and including the currently familiar forms of the cross sleeper track and the ballastless track system design types. The superstructure products, design types or construction procedures may only be used if they have been certifi ed by the Federal Railway Offi ce and/or approved by DB Netz AG's headquarters.

This chapter will only deal with the currently conventional superstructure components.

The 2.2 railsToday, form 60 E2, 54 E4 and 49 E5 rails are generally used by Deutsche Bahn (Fig. 2–1). The rails are usually supplied in what is referred to as their naturally hard condition (pearlitic rails). As a rule, the rails used by Deutsche Bahn have a minimum strength of 700 N/mm², whilst wear-resistant rails have a minimum strength of 900 N/mm² (the tensile strength of the rail steel is used as rail strength σfracture [N/mm²]). To achieve higher rail strengths, pearlitic, naturally hard rails are additionally heat treated (e.g. head-hardened rails).

The rail's identifi cation includes the following data such as manufacturer, year of rolling, profi le and steel grade.

Weight: 49.13 kg/m Weight: 54.31 kg/m Weight: 60.03 kg/m

Abb. 2.2 - 1_en.pdf 1 14.06.12 15:42

Rail forms with their most important dimensions Abb. 2–1: Graphic: DB AG/Stefan Balfanz

Today, a continuous welded rail track is usually produced. The rails are prefabricated in the factory and delivered to the installation location in lengths up to 120 m. Thanks to the lower number of welds, higher productivity during neutralisation, clamping and welding is

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achieved on the worksite. Joint gap rails are manufactured from rails with standard lengths of 30 m, 45 m or 60 m.

Profile transition rails are installed in tracks with different rail base widths and/or rails with height differences of >5 mm. For example, form 54 E4 rails must be fitted between form 60 E2 and form 49 E5 rails. Profile transition rails are usually prefabricated in the welding factory.

Rails have to meet requirements including the following:

High resistance to wear,❚❚

High fatigue strength,❚❚

High yield strength, tensile strength and hardness,❚❚

Good welding suitability,❚❚

High degree of purity,❚❚

Good surface quality and❚❚

Low internal stresses following production.❚❚

2.2.1 Insulated rails

Insulated rails are as long as the largest wheel-base which occurs (30 m) and are insulated from the opposite rail. To achieve this, both ends of the insulated rail are joined to the neighbouring rails by means of an insulated joint.

Insulated joints2.2.2

Due to safety reasons, insulated joints which prevent the passage of electrical current have to be installed in the track.

The production of insulated joints in the track has not proved worthwhile, and is therefore usually carried out in the factory. To do this, 3 to 5 m long rail sections are bonded using adapted fish plates and tensioned with high-strength bolts. A distinction is made between design type S and IVB 30° insulated joints manufactured in the factory and design type MT insulated joints produced in the track. Design type IVB 30° insulated joints currently have to be used as standard in tracks and switches. Design type MT insulated joints are only permissible if design type IVB 30° insulated joints manufactured in the factory cannot be used (e.g. structural joints of switches and crossings).

The finished insulated joints are welded into the track at the work site (see Figures 2–2 to 2–5).


Concrete sleeper with superstructure W (Skl 1K)

Wooden sleeper with superstructure K (Kpo 9)

Insulated joint design type S

Abb. 2.2 - 2 KapIsolierstoß Bauart S_en.pdf 1 14.06.12 15:47

Insulated joint design type S Abb. 2–2: Graphic: DB AG/Stefan Balfanz

Layout of "IVB 30°" in the track

Main tra�c direction

Abb. 2.2 - 3 Isolierstoß IVB 30 Hauptfahrrichtung_en.pdf 1 14.06.12 15:53

Insulated joint IVB 30° (main traffi c direction) Abb. 2–3: Graphic: DB AG/Stefan Balfanz

Sketch of insulated joint design type "IVB 30°" system

Concrete sleeper with superstructure W (Skl 1K)

Wooden sleeper with superstructure K (Kpo9)

Insulated joint IVB 30° (detail) Abb. 2–4: Graphic: DB AG/Stefan Balfanz

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Insulated joint IVB 30° (original) Abb. 2–5: Photo: DB AG/Stefan Balfanz

The 2.3 sleepersWood, concrete or steel can be used as construction materials for sleepers. The sleepers' tasks include:

Establishing and maintaining the track gauge,❚❚

Distributing and conducting forces on the ballast,❚❚

Locating the ❚❚ rails,Securing the position of the track,❚❚

Damping rail vibrations,❚❚

Reducing the influences of sound waves and body-borne sound waves on the environment.❚❚

The wooden sleepers2.3.1

Wooden sleepers are produced using oak, red beech, pine or larch, among other woods. The standard types of wood currently used in Europe are beech for dancing sleepers and oak for crossing timbers. All wooden sleepers are impregnated to protect them from rotting. The service life of an impregnated wooden sleeper is 30 to 45 years. They are unsuitable for high-speed lines with speeds in excess of 160 km/h, as they exhibit 15 percent lower lateral displacement resistance.

The steel sleepers 2.3.2

The steel sleepers are manufactured in trough form (Fig. 2–6). The material which is used is steel S235JR. They have a service life of between 40 and 60 years.

Advantages:

Low weight, so easier to handle,❚❚

Low installed height, so less ballast required,❚❚

Long service life.❚❚


Disadvantages:

Lateral displacement resistance is lower in comparison with concrete sleepers,❚❚

More complex track insulation,❚❚

Increased ballast wear.❚❚

Steel sleeper ST 82 Abb. 2–6: Graphic: DB AG

2.3.2.1 Y-steel sleeper St 98

The Y-steel sleepers consist of two hot-rolled IB 100S broad-fl anged girders bent in an s shape and two straight girder sections with the same profi les. The steel profi les are joined at each end of the sleeper by means of two upper and two lower locks, which are welded to the girder fl anges (Fig. 2–7). The insulated support point S15 with tension clamp S14 is used as the rail fastening.

The Y-steel sleepers are used in both the ballast superstructure and the ballastless track system (FF) in combination with an asphalt base layer (ATS) (also see Chapter 14.3 "Ballastless track system"). In contrast to the "standard" steel sleeper, the Y-steel sleeper exhibits high lateral and longitudinal displacement resistance. Its disadvantages include more complex maintenance and tamping with switch tamping machines.

Installation of the Y-steel sleeper is carried out according to guideline 824.2060 and can be accomplished using all conventional procedures (e.g. with UM1, SUZ 500).

The Y-steel sleeper is not installed on earthwork foundations in high-speed lines.

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Special support pro�le IB 100S (20.8 kg/m)

Rail fastening S 15

Upper lateral lock for absorbing horizontal forces

Intermediate support with double support and interchangeable inserts

Lower lateral lock for forming lateral displacement resistance

Variable bending apart of the forks

Tension clamp Skl 14 in pre-assembled position

Abb. 2–7: Y-steel sleeper Graphic: ThyssenKrupp Gf T Gleistechnik GmbH

The 2.3.3 reinforced concrete sleeper

Today, reinforced concrete sleepers are the standard design type for standard-gauge rail-way tracks (Figs. 2–8, 2–9 and 2–10). The prestressed concrete sleepers most commonly used by Deutsche Bahn are the B 70 W-60, B 70 W-54, B70 W-24 and B 90 W-60/54. The significant advantages of reinforced concrete sleepers include their extensive prevention of track buckling caused by high weight, good gauge maintenance and long service life.

Each concrete sleeper must show the following identification:

Year of manufacture,❚❚

Rail base width,❚❚

Design series symbol,❚❚

Formwork number,❚❚

Factory symbol.❚❚

In addition to the static test, the dynamic bending test in which shock load in the track is simulated also has to be performed as part of the certification test for concrete sleepers. The fatigue test also forms part of the certification test, as does the measurement of electrical sleeper resistance (minimum ballast resistance = 3 ohm/km).


Prestressed concrete sleeper B 70 W-(60 and 54) Abb. 2–8: Graphic: DB AG

Rail width requirement Form number Manufacturing dateDesign series and factory symbol

Prestressed concrete sleeper B 70 W 24 Abb. 2–9: Graphic: DB AG/Stefan Balfanz

Rail width requirement Form number Manufacturing dateDesign series and factory symbol

Design of dancing sleeper B 90 Abb. 2–10: Graphic: DB AG/Stefan Balfanz

Special forms of concrete sleeper2.3.4

The 2.3.4.1 twin sleeper

The conceptual design of the twin sleeper is based on the features of the B-70 sleeper. The sleeper width (57 cm) is doubled and its length is shortened by 20 cm. The sleeper height, fastening and support points are identical. Water channels are located on the outer side.

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These channels are raised in the centre so that the water is able to drain off outwards. The 3 cm laying gap between the sleepers is sealed using a soft PVC cover. This prevents the ingress of dirty water and surface water (Fig. 2–11).

Sleeper centre

Prestressed concrete Abb. 2–11: twin sleeper BBS 1 W – (60 and 54) Graphic: DB AG

The 2.3.4.2 padded sleeper

In this system, the concrete sleepers are "padded" with an elastic material on the under-side of the sleeper. Sylomer and Sylodyn have proved to be suitable materials for this (also see Chapter 14.9 "Installation of special sleepers"). As part of track or sleeper renewal or new track construction, sleepers with elastic bases or sub-ballast mats have to be installed in the area of man-made structures (e.g. bridges, tunnels, trough structures, passages) in order to reduce ballast stress.

Padded concrete sleepers offer advantages including the following:

Reduction of hard contact between the sleeper sole and ballast,❚❚

Reduction of ballast compaction,❚❚

The superstructure becomes more elastic,❚❚

Lines with padded sleepers❚❚ exhibit very high dimensional stability with little settling,Reduction of body-borne sound transmission,❚❚

Reduction of slip wave formation in radii with r < 500 m.❚❚

The requirements on sub-ballast mats and sleepers with elastic soles are regulated in DB standards DBS 918 071, DBS 918 145-1 and DBS 918 145-2 (technical terms of delivery).

The 2.4 sleepers of the ballastless track system

The sleepers for constructing the ballastless track system have been developed on the basis of the classic ballast superstructure (cross sleeper superstructure). This is the simplest method for ensuring the required track geometry (including the track gauge) in the ballastless track system. In this case, the sleepers may be concreted into the slab in combination with the rails (track panel) or individually.


Diff erent sleepers such as prestressed concrete sleepers, conventionally reinforced concrete sleepers as twin-block concrete sleepers or steel sleepers are used for the diverse ballastless track system design types. The most common concrete sleepers currently used by Deutsche Bahn for certain ballastless track system design types are shown in the following (Figs. 2–12 to 2–18):

Weight: approx. 220 kgRail fastening: loarv 300/1

Züblin design type, concrete sleeper B 305 W-60 Abb. 2–12: Graphic: Ed. Züblin AG

ATD design type with twin-block concrete sleeper B 350 W-60Abb. 2–13: Graphic: Rail.One GmbH

Vossloh 300-1 rail fastening

Recess for dowel block Asphalt top layer

Asphalt bed structure, poss. several layers

Non-woven cloth 3 mm

Getrac design type with monobloc concrete sleeper B 316 W-60Abb. 2–14: Graphic: Rail.One GmbH

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Twin concrete sleeper BBS 3 W-60, Getrac design typeAbb. 2–15: Graphic: Rail.One GmbH

Twin-block concrete sleeper B 355.3 W60M for RHEDA 2000 design typeAbb. 2–16: Graphic: Rail.One GmbH

1 Height- and side-adjustable 6 Foundation rail fastening 7 Height adjustment spindle 2 Divided longitudinal sleeper 8 Connecting link 3 Embedding compound, e.g. mastic asphalt 9 Sound absorption layer 4 Load-bearing slab, e.g. rolled asphalt e.g. ballast 5 Hydraulically bound bed structure

Concrete switch sleeper on asphalt bed structure Abb. 2–17: Graphic: DB AG


1 Height- and side-adjustable elastic rail fastening

2 Divided longitudinal sleeper3 Lean-mixed concrete slab4 Joint reinforcement

5 Load-bearing concrete slab6 Hyd. bound bed structure7 Height adjustment facility8 Connecting link9 Longitudinal reinforcement

Switch sleeper on concrete bed structure Abb. 2–18: Graphic: DB AG

The 2.5 rail fasteningThe rail fastening is used to securely tension the rails on the sleepers and therefore ensures that forces are reliably conducted away, the rail is mounted with suffi cient elasticity and adequate resistance to longitudinal displacement is achieved.

One of the essential functions of the fastening system in the case of concrete sleepers is electrical insulation of the rail from the rest of the track panel. This is necessary to mini-mise track circuit signal losses which occur due to poor rail insulation from the foundation.

The forces acting vertically on the rail fastening are reduced by elastic rail pads beneath the base of the rail and by accompanying spring elements.

Some of the horizontal forces transverse to the rail are absorbed by the elastic rail pads, whilst the remainder are transferred directly onto the sleepers, e.g. through angled guide plates.

The forces in the track's longitudinal direction (starting, braking and temperature forces) are absorbed by the elastic rail pads and the tensioning element.

In an elastic rail fastening, the bolts are tightened in such a way that initial tension is achieved through the elastic clip or the spring rings. The fastening is constantly subject to the infl uence of force due to this initial tension. This leads to a constantly eff ective fastening even under the various forces induced by the train's wheel load. The hold-down force extensively determines the resistance to longitudinal displacement between the rail and the sleeper.

The 2.5.1 rail pad

The rail pad beneath the base of the rail acts to distribute load and serves as an elastically damping element to isolate vibrations. Due to the elasticity of the rail pads and the related

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sinking-in of the rails, the load is distributed over several sleepers. For elastic rail pads, DB AG demands static stiffness of 40 kN/mm to 70 kN/mm and dynamic stiffness of 50 kN/mm to 130 kN/mm.

Rigid rail pads have a static stiffness of approximately 600 kN/mm.

The types of 2.5.2 rail fastening

The rail fastenings described in the following are limited to the most common fastenings used by DB AG.

2.5.2.1 K superstructure on wooden sleepers

This rail fastening is a typical representative of a separate or indirect fastening. The rail is fastened onto the sleeper with the "ribbed plate/rail clip/T-head bolt" components (see Figure 2–19). This separation of the fastening has proved appropriate in both design and technical construction terms. The sleeper screws' bending stress is disadvantageous.

(or Kpo 6)

Abb. 2–19: K superstructure on wooden sleepers Graphic: DB AG

Vossloh 2.5.2.2 KS superstructure with tension clamp Skl 12

Frictional tensioning of the rail is achieved using two tension clamps, each offering a ten-sioning force of approximately 13 kN through the spring arms. The centre loop of tension clamp Skl 12 (Fig. 2–20) serves to protect the rail against tipping. The rail fastenings can be pre-assembled on the sleeper at the sleeper factory.

The superstructure with tension clamps (KS) is applied on steel sleepers by welding the ribbed plates onto the sleeper.


Hexagon Nut

Rail

Sleeper Screw Ss

Spring Washer Fe

Rail Pad Zw

Ribbed Plate Rph

Washer Uls

Tension Clamp Skl 12

T-Head Bolt Hs

Wooden Sleeper

Rail fastening system KS on wooden sleepersAbb. 2–20: Graphic: Vossloh Fastening Systems GmbH

2.5.2.3 Superstructure W14 with tension clamp Skl 14 on concrete sleeper

As in the case of the KS superstructure, frictional tensioning of the rail is achieved using two tension clamps, each off ering a tensioning force of approximately 10 kN through the spring arms. The centre loop of tension clamp Skl 14 serves to protect the rail against tipping (Fig. 2–21).

Rail

Rail Pad Zw

Plastic Dowel Sdü

Concrete Sleeper

Angled Guide Plate Wfp


Sleeper Screw Ss

Rail fastening system W14 Abb. 2–21: Graphic: Vossloh Fastening Systems GmbH

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2.5.2.4 Rail fastening on Y-steel sleepers

Supporting point S 15

Sleeper screw

Tension clamp

Clamp dowel

Intermediate plate

Rail pad

Guide plate (inner)

Guide plate (outer)

Steel sleeper

DesignationItem Units Abbreviated form Drawing No. Material No.

Rail fastening S 15 on Y-steel sleepers Abb. 2–22: Graphic: ThyssenKrupp Gf T Gleistechnik GmbH

2.5.2.5 Superstructure 300 with tension clamp Skl 15

This fastening system is suitable for all ballastless track system laying methods.

The highly-elastic intermediate plate replaces the elasticity of the ballast bed. A steel pressure distribution plate with corresponding rail pads is used to achieve better load distribution on the elastic intermediate plate.

The rail rests on this and is held in position laterally by plastic angled guide plates. The long elastic spring travel of tension clamp Skl 15 provides the rail with permanent frictional tension. The height and track gauge of rail fastening system 300 can be adjusted by -4 mm/+76 mm and ±8 mm respectively. With spring travel of approximately 15 mm and a hold-down force of around 2 x 9 kN, the two free spring arms frictionally tension the rail with the concrete sleeper.


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All fastening parts can be pre-assembled at the sleeper factory (Fig. 2–23).

The DFF 300 system with tension clamp Skl 15, which can be regulated by at least 60 mm and 46 mm in terms of height and track gauge respectively, can also be used for repair and redevelopment purposes (Fig. 2–24).

Rail

Rail Pad Zw

Base Plate Grp

Elastic Baseplate Pad Zwp

Plastic Dowel Sdü

Concrete Sleeper

Angled Guide Plate Wfp


Sleeper Screw Ss

Rail fastening system 300 with Skl 15Abb. 2–23: Graphic: Vossloh Fastening Systems GmbH

Rail fastening system DFF 300 with Skl 15Abb. 2–24: Graphic: Vossloh Fastening Systems GmbH


The ballast bed2.6 The ballast forms part of the superstructure and has the following tasks:

Transferring and distributing vertical forces from the sleeper into the subgrade,❚❚

Securing the position of the track in the lateral and longitudinal direction,❚❚

Keeping the superstructure dry thanks to water and air permeability,❚❚

Adjustability of the track bed.❚❚

The ballast bed consists of crushed natural stone with a coarse grain size of 22.4 mm to 63 mm. Hard stones such as granite, basalt, diabase, etc. are most suitable.

DB distinguishes between new ballast and reprocessed ballast. New track ballast has to be produced using rock found in quarries. Reprocessed ballast – also called recycled ballast – is old ballast which has been treated in reprocessing plants after removal from the track. The requirements on new and recycled ballast are regulated in DB standard DBS 918 061 "Technical terms of delivery, track ballast". It specifi es geometrical and physical require-ments as well as requirements relating to purity and the characteristics of the stone.

Ballast class "S" is a special type of ballast. This is installed along track sections with speeds of v > 230 km/h. Particularly high requirements are therefore made on ballast class "S".

When working on the ballast bed, the ballast embankment should be created with an inclination of 1 : 1.25. When designing the ballast profi le, a ballast embankment inclination of 1 : 1.5 must be used as the basis.

The ballast embankment inclination of 1 : 1.5 is used to determine the base point of the ballast embankment on the subgrade. The 1 : 1.25 inclination (natural angle of repose of ballast) ensures adherence to the track bench width in the event that the track is raised due to tamping work. A calculation programme for determining the embankment base point and the volume of ballast required is available in guideline 823.0100Z08.

The required track bed thickness is dependent on the sleeper spacing, the sleeper width and the ballast's angle of repose, and is at least 30 cm beneath the lower edge of the sleeper (measured as of the lower edge of the sleeper beneath the non-superelevated rail). A thickness of 35 cm is required for high-speed lines as of a speed of v > 230 km/h.

The standard track bed thickness must be produced in accordance with annexes 04 – 06 of guideline 820.2010. In addition, the thickness of the track bed beneath the rail support should not exceed 60 cm.

To prevent the track from slipping to the side, a ballast width of 30 to 50 cm is required up to the ends of the sleepers. In addition to the ballast in the space between the sleepers and beneath the sleepers, the ballast up to the ends of the sleepers contributes signifi cant-ly towards lateral displacement resistance.

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