Tests on Slab Track

Under Heavy Axle Load

David N. Bilow, P.E., S.E.
Topics
Cooperative slab track research program
HAL test organization, objectives, & schedule
Test environment
Slab track arrangement & construction
Test measurements
Results
Cooperative Slab Track Research &
Demonstration Program
Program Objectives
Advance slab track technology
Demonstrate that slab track requires very little
maintenance
Demonstrate that slab track is safe
HAL test is one part of the program
HAL Test Organization
Sponsors Federal Railroad Administration
Portland Cement Association
Program Portland Cement Association
Management
Construction, Transportation Technology Center,
Test Design, Inc.
Operation
Advisors Slab Track Expert Panel

Slab Track CTLGroup

Design
Test Objectives at TTCI
Demonstrate that slab track
Resists 39 ton axle loads
Maintains track geometry
Measure track properties
Correlate results with lab tests and analysis
Schedule
July 28, 2003 - Construction Completed
July 2006 - 170 MGT
May 2007 Report
July 2007 230 MGT
September 2008 - Test Ends
Test Environment
Average temperature range: +91 to -14
Average Rainfall: 12 per year
Snow usually melts the next day
Train
3 to 4 locomotives & 70 cars
39 Ton Axle Loads
40 MPH
5 curve with 4 superelevation
Transportation Technology Center - HTL
FAST Train
Direct Fixation Slab Track (DFST)
Independent Dual Block
Track (IDBT)
Construction of DFST
Top-down construction
method
Iron Horse Fixtures
Construction of IDBT
Phase 1 slab = 9.25
Top-down construction
Phase 2 slab = 5.75
Self Compacting Concrete
Acoustic Loadmaster
Track Fastener by
Advanced Track
Products, Inc.
IDBT Block Tie System by
The Permanent Way Corp.

STL Rail Fastenings by

Sonneville Intl Corp.
Construction Tolerances
Class 9 - 200 mph
Amtrak Class 9
Tolerance
Tolerance

Gage +1/16 to +3/32

Surface
1/8
62 MCO
Alignment
1/8
62 MCO
 Iron Horse Fixture Superelevation
Adjustment
Surface Adjusting Screw Gage Adjustment
Line Adjustment

Templates for Guard Rail Inserts

Steel Plates for Smooth Bearing Surface
Transition Zone
25 ft long
Base slab = 10
Ballast layer = 16
Concrete ties
Side walls keep ballast
from spreading
Joint Between IDBT and DFST
Slab Track Measurements
1. Quantify slab track performance
Geometry degradation
Dynamic vehicle response
Subgrade pressure and deflection
2. Characterize slab track
Track modulus
Gage strength
Measurements
3. Quantify slab track component response
Vertical and lateral rail to slab deflections
Strain and stress measurement
Vertical accelerations
4. Load transfer
Wheel loads / Subgrade pressure
Acceleration attenuation
MDD (multi-depth deflectometer)
Measurement Schedule
Measurement MGT
1 TOR elevation 0, 0.5, 1, 2, 5, 10,
20, 50, 100, 150
2 Geometry car 2 times per year
3 Vehicle performance 0, 50, 150
4 Rail wear/corrugation Weekly
5 Visual Inspection Weekly
6 Track modulus and 0, 150
stiffness
Measurement Schedule
Measurement MGT
7 Rail stresses/wheel loads 0, 150
8 Fastener deformation 0, 50
9 Slab stresses & deformation 0, 150
10 Slab movement survey 0, 150
11 Subgrade stress & deformation 0, 50,
(pressure cells and multi-depth 150
deflectometers)
12 Acceleration (vibration) 0
Test Results
 Vertical Stiffness at 40 kips

TLV Vertical Stiffness, CCW Direction, Dec. 8, 2003 (run#4)

0.4
Vertcal Deflcetion @ 40 kips

(noise)

0.3
DFST
IDBT
0.2

0.1

0.0
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900

Distance (ft)

0.10
tion Index

0.08

0.06
Change in Track Modulus
 Track Geometry Car - Gage Measurement
Dec. 1, 2003, CW Direction
6

5
Curvature (deg.)

2 IDBT DFST
1

0
1900 2000 2100 2200 2300 2400 2500 2600 2700 2800 2900 3000 3100 3200
1.0

0.5
Gauge (in.)

0.0
25 mph
-0.5 30 mph
35 mph
40 mph
-1.0
1900 2000 2100 2200 2300 2400 2500 2600 2700 2800 2900 3000 3100 3200
Distance (ft)
Change of Track Gage Over Time
Track Gage Strength @169 MGT
Short Consist for Measurements

Loco - instrumentation coach - empty tank - two HAL cars

TGMS installed ahead of leading truck of tank
IWS installed under leading truck of HAL car
 Track Alignment
Dec. 1, 2003, CW Direction
1.0
IDBT DFST
Alignment Left (in.)

0.5

0.0

-0.5

-1.0
1900 2000 2100 2200 2300 2400 2500 2600 2700 2800 2900 3000 3100 3200

1.0 25 mph
30 mph
Alignment Right (in.)

35 mph
0.5 40 mph

0.0

-0.5

-1.0
1900 2000 2100 2200 2300 2400 2500 2600 2700 2800 2900 3000 3100 3200
Distance (ft)
Change of Track Alignment
Change of Track Surface
TOR Settlement at 169 MGT
Wayside
Rail Low Rail

Forces
DFST

High Rail

Blue: Vertical
Red: Lateral
Ballasted vs Slab Track Vertical Load
Ballasted vs Slab Track Lateral Loads
Rail to
Slab
Deflection Low Rail

DFST

High Rail
Blue: Vertical
Red: Lateral
Rail to Slab Deflection
Rail to Slab Deflection
Multi-Depth Deflectometer
Subgrade Under
Pressure Fasteners

DFST
Max <13 psi

Between
Fasteners
Blue: Low rail
Red: Middle of track
Green: High rail
Subgrade Pressure - IDBT
Subgrade Pressure - IDBT
Vibration Attenuation - Rail
Vibration Attenuation Slab
Frequency
Domain
Attenuation
IDBT
Frequency
Domain
Attenuation
DFST
Comparison Summary

Parameter Calculated Measured Measured

FEM Analyses (Lab Tests) (TTCI Tests)
DFST IDBT DFST IDBT DFST IDBT
Rail
Deflection 0.226 .140 0.182 0.138 0.250 0.150
(inches)
Other Observations
No thermite welds failures up to 170 MGT
The average life is 80 MGT for welds installed in
other 5-degree curves
No surface defects nor corrugations in rail
Ride quality is superior to the rest of the HTL
Fine sand penetrated into the IDBT cavities
Conclusions
Slab Track
Can be built to FRA Class 9 tolerance
Impact forces are significantly attenuated
High speed rail geometry maintained under HAL
No maintenance required @ 230 MGT
 Thank You!
Discover how durable concrete can be.