8
J. Bujnak et al.
reinforcement made of steel bars. Thus, the achieved structural heights of the spans
only 0.54 m and 0.60 m, respectively, resulted in the very slender superstructures.
Vertical reactions of adjacent spans were transmitted via elastomer coupling bearings,
and the transverse forces absorbed by additional bearings on top of abutments and
pillars.
The low-maintenance characteristics of slab track concepts are being applied in the
Slovak railway corridors, although still at a moderate volume. The slabs are obviously
concreted on site. Increased service life, high lateral track resistance, no shaking
of ballast particles are the further advantages of such structures. As an example,
the ballastless track structure was recently built in the frame of the modernization,
especially in the tunnel of “Turecký vrch” and at its adjacent bridge. The slab structure
of RHEDA 2000
® [6] type consists of rails 60E2, Vossloh 300-1 fastenings, track
supports in the form of twin-block concrete sleepers and the monolithic reinforced
concrete slab 300 mm thick of C35/45 concrete class, as shown in Fig. 6. Considering
the resulting geometrical parameters of the structure, the investment costs and the
need for reasonable maintenance interventions, the ballastless track seems to be also
suitable for lines of higher speeds.
Steel solutions can be optimal answers in situations, where reducing the mass of
the bridge becomes mandatory. Some examples are high piles viaducts or bridges in
areas with low geotechnical capacity. In these cases, the conjunction of the lightness
of the steel with the robustness of concrete in composite designs can reduce up
to 2 or 2.5 times the total weight of the deck compared with alternative concrete
designs, proportioning at the same time the necessary stiffness. But even presently,
the most common solution takes still advantage of traditional ballasted track also in
high speed lines. The choice of the UIC 60 rails is recommended from technical and
economic reasons. The selection of the type of fastening system depends essentially
on the sleeper type used and on the stiffness of the granular layers which support
the sleepers. The most common typology is the mono-block or modified bi-block
Fig. 6 Slab track at the 12 m span composite bridge with encased H 300 B steel profiles
J. Bujnak et al.
reinforcement made of steel bars. Thus, the achieved structural heights of the spans
only 0.54 m and 0.60 m, respectively, resulted in the very slender superstructures.
Vertical reactions of adjacent spans were transmitted via elastomer coupling bearings,
and the transverse forces absorbed by additional bearings on top of abutments and
pillars.
The low-maintenance characteristics of slab track concepts are being applied in the
Slovak railway corridors, although still at a moderate volume. The slabs are obviously
concreted on site. Increased service life, high lateral track resistance, no shaking
of ballast particles are the further advantages of such structures. As an example,
the ballastless track structure was recently built in the frame of the modernization,
especially in the tunnel of “Turecký vrch” and at its adjacent bridge. The slab structure
of RHEDA 2000
® [6] type consists of rails 60E2, Vossloh 300-1 fastenings, track
supports in the form of twin-block concrete sleepers and the monolithic reinforced
concrete slab 300 mm thick of C35/45 concrete class, as shown in Fig. 6. Considering
the resulting geometrical parameters of the structure, the investment costs and the
need for reasonable maintenance interventions, the ballastless track seems to be also
suitable for lines of higher speeds.
Steel solutions can be optimal answers in situations, where reducing the mass of
the bridge becomes mandatory. Some examples are high piles viaducts or bridges in
areas with low geotechnical capacity. In these cases, the conjunction of the lightness
of the steel with the robustness of concrete in composite designs can reduce up
to 2 or 2.5 times the total weight of the deck compared with alternative concrete
designs, proportioning at the same time the necessary stiffness. But even presently,
the most common solution takes still advantage of traditional ballasted track also in
high speed lines. The choice of the UIC 60 rails is recommended from technical and
economic reasons. The selection of the type of fastening system depends essentially
on the sleeper type used and on the stiffness of the granular layers which support
the sleepers. The most common typology is the mono-block or modified bi-block
Fig. 6 Slab track at the 12 m span composite bridge with encased H 300 B steel profiles