RAILWAY ANTIVIBRATION MAT

1. RAILWAY ANTIVIBRATION MAT

2. TESTS
3. ANTIVIBRATION MAT. TYPES.
4. INSTALLATION

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1. RAILWAY ANTIVIBRATION MAT

Description

The railway antivibration mat absorbs vibrations and cushion impacts.

This antivibration mat system is made of recycled rubber and resins and it is designed to
reduce the static and dynamic forces which are produced by rail traffic, metro, tram, etc. cushioning
and reducing noise and vibration, protecting structures and buildings.

It guarantees specific solutions for all kind of civil engineering works, as well as for building
industries where an effective and competitive isolation is required.

Advantages:

- Made of recycled materials. Environmentally friendly.

- Reduces the vibrations.
- Easy installation.
- Extend the service life of the ballast by reducing the mechanical stress on it.

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Specifications

Nature Coalesced recycled rubber

Colour Black

Density 600 kg/m3

0,15 W/mK
Thermal Conductivity EN 13501-1
B2

Tensile Strenght 0,37 N/mm3 EN ISO 1798

Elongation at break 0,45% EN ISO 1798

Work temperature De -40 a 80 oC UNE EN 29052-1

Pressure under load 250 - 1500 kg/m2

Thickness 15-20-25-40-50 mm

Size profile detail Sheets of 1000x1200 mm

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 Types of track design:

The antivibration mat can be found for two different applications:

Antivibration mat under ballast Antivibration mat in the slab track

This type of mat reduces the stresses which Installed onto a concrete bed and fresh
are produced in the ballast, extending its life concrete cast directly over the mat.
and also guarantees maximum environmental
protection against vibration and noise.

Rail

Railroad tie (concrete)

Ballast
Elastomeric Mat (under ballast)

Concrete

Rail

Slab track

Elastomeric Mat

Base
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2. TESTS

Steel plates.

Ballast plates.

In the pictures above, the antivibration mat is ready to get the tests done.
The results of the tests are shown in the following tables:

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Static Bedding Modulus:

The bedding modulus is the elasticity value of the whole system and it is used to estimate
the static deflection of an operating load. This indicates how deep the rail sinks under slow traffic or
under a train that has stopped over the mat. It is measured applying a vertical load above a surface
and measuring the sinking or the displacement of this surface.

With steel plate: With ballast plate

Dynamic Bedding Modulus:

The dynamic modulus is the ratio of stress to strain under vibratory conditions. Next graphics
show how the material acts under that vibratory conditions.

With steel plate With ballast plate

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Impact noise improvement:

The next graphics show the improvement in the impact noise after install the elastomeric
mat, in three different thicknesses of it.

Impact noise improvement (Dimple 20)

Impact noise improvement (Dimple 30)

Frequency, (Hz)

ISO 712-2 de ΔLw (dB): 34

Impact noise improvement (Dimple 50)

Frequency, (Hz)

ISO 712-2 de ΔLw (dB): 40

Frequency, (Hz)

ISO 712-2 de ΔLw (dB): 43

Dynamic Stiffness:

The dynamic stiffness is the frequency dependant ratio between a dynamic force and the
resulting dynamic displacement.
The dynamic stiffness of a material determines the capacity of it to act as a spring, so as a
acoustic damper. Next graphics shows the compression of the material against the dynamic
stiffness in two different thicknesses of the mat, 15 a 30 mm.

Dynamic Stiffness (Dimple 30)

Dynamic Stiffness (N/mm3)

Compression (N/mm2)
Static Stiffness Tangent
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 Dynamic Stiffness (N/mm3) Dynamic Stiffness (Dimple 15)

Compression (N/mm2)

Static Stiffness Tangent

Young Modulus:

Young Modulus is a measure of the stiffness of a solid material. It defines the relationship of
stress and strain in a material.
A solid material will deform when you apply a load to it. If the material returns to the original
shape after the removal of the load that’s called elastic deformation.
When the ratio between load and deformation is constant, the stress and strain curve is
linear. A stiff material needs more force than a soft material to be deformed, and an infinite force will
be needed to deform a perfect rigid material, implying that it will have an infinite Young Modulus.
A material with a very high Young Modulus can be almost rigid.
Next graphics shows the Young Modulus of the material against the compression which is
applied to that material. It can be seen that the Young Modulus grows when the compression grows.

Young Modulus (Dimple 15)

Young Modulus (N/mm2)

Compression (N/mm2)

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 Young Modulus (Dimple 30)

Young Modulus (N/mm2)

)

Compression (N/mm2)

Young Modulus (Dimple 15)

Compressive Strenght:

The graphic shows the deflection of the material when it is subjected to a compression. The
deflection is the degree to which a structural element is displaced under a load.

Compressive Strenght
Compression (N/mm2)

Deflection (mm)

Natural Frequency:

Natural frequency is the frequency at which a system tends to oscillate in the absence of any
driving force. Next graphics shows the compression of the mat against the frequency which is
applied to it.

Natural frequency

)
Frequency (Hz)

Compression (N/mm2)
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 4. INSTALLATION

A. Deposit the mats on the horizontal surface where they are going to be installed.
B. The mats need to be matched carefully without leaving empty spaces between them in
order to achieve a continuous layer.
C. Then, when the mats are well-positioned, join the longitudinal and transversal lines of
them with adhesive.
D. To finish, if the mat is under ballast, deposit the ballast above it and if it is under slab
track, deposit the concrete over it.

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Polígono Industrial Santiago Payá · C/ Filà Benimerins, 32
03802 ALCOI (Alicante) – España
Tlf: +(34)965520950 | Fax: +(34) 965530498
www.cauchoverdu.com

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