PANDROL UK

LEADING THE WAY FOR

HIGH SPEED RAIL
LEADING THE
LEADING THEWAY
WAY

Pandrol
PandrolTrack
TrackSystems
Systemsprovide
providethe themost
mostcomplete
complete
and trusted
and trustedrail
railtrack
tracksolutions
solutionstotomeet meet our
our global
global
customers’toughest
customers’ toughestrailrailinfrastructure
infrastructure challenges.
challenges.
We’ve pioneered
We’ve pioneeredmodern
modernrail railtrack
tracktechnologies
technologies
since 1937,
since 1937,and
andlead
leadthe
thewaywayinininnovation,
innovation, quality
quality
and sustainability
and sustainabilitytoday.
today.

A connected
A connectedfamily
familyofofrail
railexperts
experts

We believe
We believethe
theideal
idealrail
railtrack
tracksolution
solution comes
comes not
not
from one
from one provider,
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butfrom
froma aglobally
globally coordinated
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specialistsinineach
eachfield.
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Ourinternational
international
networkof
network ofcompanies
companiesensures
ensureswe wecan
canbebetruly
truly
local and global, providing tailored solutions that
local and global, providing tailored solutions that
achieve one outstanding worldwide standard.
achieve one outstanding worldwide standard.

ABOUT PANDROL
ABOUT PANDROL
Pandrol Track Systems aims to deliver the world’s best rail track
Pandrol
solutions.Track
TheSystems
Pandrolaims
globalto deliver
family the world’s bestcombines
of companies rail track
solutions. The Pandrol global family of companies combines
leadership R&D with specialisation in rail fastening products and
leadership
installation;R&D with
track specialisation
engineering, in rail fastening
maintenance andproducts
analysis; and noise and
installation; track engineering,
vibration reduction; maintenance and
and rail electrification. analysis;
Founded in noise
1937 and
headquartered
vibration in the
reduction; andUK,railPandrol is the global
electrification. Founded rail in
fastenings
1937 andleader
with more thanin2the
headquartered billion
UK, products
Pandrol is in theservice
globalin
railover 100 countries.
fastenings leader
with more than 2 billion products in service in over 100 countries.
Pandrol is proud to be part of the Delachaux Group and of our
association with global rail infrastructural specialist, Railtech Welding
Pandrol is proud to be part of the Delachaux Group and of our
and Equipment.
association with global rail infrastructural specialist, Railtech Welding
and Equipment.
TEL +44 (0)1932 834500 EMAIL info@pandrol.com WEB www.pandrol.com

TODAY THERE ARE

OVER 2 BILLION
PANDROL RAIL
FASTENINGS IN SERVICE.

LEADING
INNOVATIVE THERAIL
WAYFASTENINGS
Ballasted
Ballastedand
andNon
NonBallasted
BallastedSystems
Systems

The
The rail
railfastening
fasteningmarket
market and
and
technology
technologyleader,
leader,with
withlocal company
local company
presence
presenceon onevery
everycontinent.
continent.

ALWAYS ON TRACK
FAST INSTALLATION
Rosenqvist Rail
Rosenqvist RailAB
AB

Pioneering smart
Pioneering smart machinery
machinerythat thatmakes
makes
railway construction
construction faster,
faster,safer
saferand
and
more efficient.
more efficient.

CLEVER ENGINEERING
Vortok International

Internationally
Internationally acclaimed rail stress
acclaimed rail stress
management solutions and signalling
innovations. Smart
innovations. Smart measure-and-detect
measure-and-detect
technologies that provide insightful
technologies that provide insightful
track data.
track data.

QUIETER RAILWAYS
SUSTAINING THE WAY
Pandrol CDM Track

Experts
Experts in all types
in all types of
of embedded
embedded rail
rail
systems. Manufacture and supply
systems. Manufacture and supply of of
advanced rail isolation systems, under-
sleeper pads and ballast mats that
extend track life and mitigate vibration.

LEADING ELECTRIFICATION
LEADING ELECTRIFICATION
Railtech Alu Singen

World-class electrification technology

World-class electrification technology
solutions that enable quieter, more
efficient and more environmentally
friendly rail transportation.

4
 CANADA

USA

35
Global
BRAZIL

Operations
TEL +44 (0)1932 834500 EMAIL info@pandrol.com WEB www.pandrol.com

EUROPE

MIDDLE EAST

ASIA

SOUTH AFRICA

AUSTRALIA

6
THE FOUNDATIONS OF SPEED

PANDROL HAS SUPPLIED FASTENINGS FOR HIGH

SPEED TRACKS AROUND THE WORLD.
SOUTH KOREA

Pandrol ‘e’ clips and Pandrol FASTCLIPS are installed on Korea’s high speed railway,
known as KTX. The ‘e’ clips were first installed on the 57 km test section that opened in
2000, and Pandrol Fastclips were then chosen for the rest of the line. KTX has been in
service since 2004, with an additional 120 km of high speed line built in 2010.
Construction of the second route began in 2007 using Rheda2000 slab track with
Pandrol SFC baseplates.

FRANCE

LGV Est Européenne, a 300 km route linking Paris with eastern France, is equipped
throughout with Pandrol Fastclip fastenings on concrete sleepers. It was on this line
that the V150 trainset smashed the world speed record for a train on conventional rails,
reaching 574∙8 km/h in April 2007.

BELGIUM

Pandrol ‘e’ clips are used on the 300 km/h line from Brussels to the French border. Tests
on this 80 km route have reached 355 km/h, and regular 300 km/h services have
operated since 1996. Some sections of the lines from Brussels to Ostend and Antwerp
are being upgraded with line speed raised from 160 km/h to 200 km/h, and here
too concrete sleepers have been used with Pandrol ‘e’ clips. Maximum axle load is 17
tonnes at 300 km/h and 22∙5 tonnes at 160 km/h.

JAPAN

An installation of ‘e’ clips has been in place in the Haruna tunnel on the Joetsu
Shinkansen since 1993. All of the ballasted track, and about 10 km of non-ballasted
track on the Nagano Shinkansen, is fitted with Pandrol ‘e’ clips. The extension of the
Tohoku Shinkansen, north of Morioka, features Fastclips on ballasted track and ‘e’ clips
or Fastclips on 10 km of the slab track.

CHINA

The 189∙9 km Passenger Dedicated Line from Shijiazhuang to Taiyuan was designed
for an initial speed of 250 km/h, which will later be raised to 300 km/h. Unusually for a
PDL, some freight will run on the line, which can accept a 25 tonne axle load. The route
has 76 km of plain line, 39 km on bridges, and 75 km in tunnel; the ballasted track is
equipped throughout with Pandrol Fastclips. The Pandrol Offset Single Fastclip (SFC )
baseplate system is used in all the tunnels. These baseplates, incorporating Fastclips,
can be adjusted laterally by up to ±12 mm, and vertically by +30/-2 mm, which makes
it ideal for slab track where speed and ease of installation and alignment, both during
construction and subsequent realignment, is critical. Another PDL links Hefei and
Wuhan (356 km). The four main tunnels totalling 37 km have Pandrol In-line SFC
fastenings chosen for their ability to accept lateral (up to ±12 mm) and vertical
(+30/-0 mm) adjustment. As with the Shijiazhuang – Taiyuan PDL, the initial line speed
will be 250 km/h, increasing to 300 km/h, with a maximum axle load of 25 tonnes.
≥ 250 KM/HR
INSTALLATION REFERENCE LIST

Year Country Authority No of Rail Seats Fastening Type Track Type Speed Axle load

1990 Italy Diretissima 1,420,000 e Ballast 250 25

1996 Belgium SNCB 600,000 e Ballast 300 17

1997 Japan EJR – Nagano 100,000 e Ballast 275 22.5

1999 Spain AVE 1000 FC Ballast 300 17

2000 Korea KTX 1000,000 e Ballast 300 17

2000 RFI Italian State

Italy 1000 FC Ballast 250 22.5
Railway
2001 France SNCF 5,618,000 FC Ballast 330 17

2001 Italy Roma – Napoli 1,200,000 e Ballast 300 17

2001 Japan EJR - Fukushima 16 FC Ballast 275 15

2002 Japan EJR - Tohoku 20,000 FC Ballast 275 15

2002 Japan EJR – Tohoku 80,000 e Ballast 275 15

2002 Japan EJR – Tohoku 3,200 FC Ballast 275 15

2004 Korea KTX 1,000,000 FC Ballast 300 17

2005 France TGV Est 1,800,000 FC Ballast 300 17

2005 France TGV Est 22,000 SFC Slab 300 17

2007 Japan EJR – Tohoku 8,800 e Ballast 275 15

2007 Japan EJR – Tohoku 3,810 e Ballast 275 17

2008 China MOR, KJ13 1,232,000 FC Ballast 300 17

2008 China MOR, KJ13 151,308 SFC Slab 300 17

2008 China MOR, KJ14 942,874 FC Ballast 300 17

2008 China MOR, KJ14 84,942 SFC Slab 300 17

2008 China MOR, KJ12 769,650 FC Ballast 250 17

2008 China MOR, KJ12 307,714 SFC Slab 250 25

2009 Korea KTX (phase 2) 800,000 SFC Slab 300 17

2012 –
France LGV EE2 717,000 FCX Ballast 300 17
2014

2012 –
France BPL 1,338,922 FCX Ballast 300 17
2016

Total 19,222,236

Experience countsWITH
EXPERIENCE COUNTS with high
HIGH speed
SPEED
slab
SLABtrack
TRACK
P
androl’s first involvement in
providing rail fastening solu-
tions for high speed non-bal-
lasted tracks goes back to projects
undertaken for East Japan Railway
back in the 1990s. JR East initially
adopted Pandrol technology in the
1980s to reduce the heavy mainte-
nance burden of re-tightening the
existing threaded fastening system
that was standard throughout Japan
at that time.
When the Pandrol Fastclip was in-
troduced to Japan in the late 1990s,
JR East decided to adapt the con-
cept for application on baseplates
used in construction of the Tohoku
Shinkansen extension from Morioka
to Hachinohe in 2002. The baseplat-
ed version of Fastclip became known
as SFc or Single Fastclip, meaning
that a single level of resilience was
provided to meet the needs of the
trackform; this matched or improved
on the long-proven resilient charac-
teristics of the Japanese high speed
slab design.
innovation in track technology
SFC baseplates SFc variants were developed
are installed on to suit different types of track
the 350 km/h
Daegu – Busan designs such as pre-cast slabs,
high speed line various forms of Rheda track, as
where up to 500 m well as the Japanese and chinese
of track was laid
in a day. versions of high speed slab track.
in all cases, the Pandrol design
provided an adjustable, low-main-
tenance fastening that was easily
adapted to the various construction
techniques.
SFc baseplates have been in-
stalled throughout the second
phase of the Korean Seoul – Busan
high speed line, this time on Rheda
2000 embedded concrete sleepers.
The second phase consists of stand-
ard high speed infrastructure over
the 130 route-km between Daegu
and Busan, and construction was
Excellent track carried out in two stages: the 67 km
geometry is Section 4 from Daegu to the out-
needed with
slab track, and skirts of Ulsan and the 57 km Sec-
Pandrol’s SFC tion 5 from Ulsan to Busan.
proved to be As the Rheda 2000 system had
simpler to adjust
than a rival already been selected for the proj-
system. ect, rail fastenings compatible with
the system were reviewed. Two
types of fastening, the Pandrol SFc
baseplate and a German system,
were proposed in December 2004.
Evaluation of the two systems led to
Pandrol SFc being supplied for the
entire project.
To verify the performance of both
systems, tests were conducted from
January to June 2005 in accordance
with a performance specification
set by Korea High Speed Railway
construction Authority (KHRcA) at
A supplement to Railway Gazette International | August 2010
the Korea institute of Machinery
and Materials. Both systems passed
the tests.
For an objective review, the
Special international Track Advi-
sory committee, an international
body, was called in to advise by
Korea Rail Network Authority, for-
merly KHRcA, in July 2005. The
committee concluded that both
systems were suitable for use on
Rheda 2000 track. The committee
also noted the economic benefit of
the Pandrol SFc system, which was
thus adopted as standard for the
project, with the German system
as a back-up. Additional tests were
conducted in France by SNcF act-
ing as a third party, and these tests
confirmed the results of the Ko-
rean tests, proving that the Pandrol
SFc was compatible with Rheda
2000 track.
in fact, these additional tests re-
vealed further advantages of the
Pandrol SFc system. The signalling
system on the KTX project, which
used French TGV technology, re-
quires high standards of electrical
insulation because coded signals
for the trains are transmitted via
the rails. This is different from the
German signalling system which
uses independent cables laid in
the track. in an insulation test con-
ducted in August 2007 at a test
site for the second phase of the
Seoul – Busan project, the Pandrol
SFc showed 15 to 20 times higher
electrical resistance than the
German system.
This meant that the Pandrol
system could be used even with
track circuit lengths of more than
1 500 m, which was required for the
second phase of the project.
Excellent track geometry is im-
portant when laying high speed
slab track, and here the Pandrol SFc
proved to be easier to adjust. The
contract for the supply of the Pan-
drol SFc baseplates to Sampyo, the
contractor responsible for tracklay-
ing on Section 4, was awarded in
September 2007.
All the track on this section has
now been completed, with excep-
tional construction speeds of up to
500 m per day being achieved.
7
innovation in track technology
CaseSTUDY:
CASE study: through China’s
mountains
THROUGH CHINA’S MOUNTAINS
T
The Wuhan – Hefei he chinese Ministry of Rail-
line was opened
to traffic in April
ways (MOR) is currently build-
2009. A CRH High ing a 12 000 km network of
Speed Test train high speed Passenger Dedicated
is shown exiting lines. One of these links the central
Dabieshan Tunnel
onto the ballasted chinese cities of Wuhan and Hefei
track which is over a distance of 360 km. Opened
also fitted with in April 2009, the line has a design
Pandrol Fastclip
fastenings. The speed of 250 km/h which allowed
design speed the journey time between the two
of the line is cities to be cut from 8 h to just un-
250 km/h, but
during testing the der 2 h.
trains reached The central part of this line cross-
278 km/h. es the remote Dabieshan moun-
tains through a series of four tun-
nels with a total length of 37 km.
All of the trackform through these
tunnels is based on the Rheda
2000 slab design, and the slab
is fitted with Pandrol in-line SFc
baseplates.
The design of the slab was car-
ried out by the 4th Design & Survey
8 A supplement to Railway Gazette International | August 2010
institute, which is part of china
Railway construction corporation.
After a competitive tender proc-
ess, the Pandrol in-line SFc was
chosen as the fastening system
based on overall cost benefit and
compliance with MOR’s technical
specifications and experience. Pan-
drol went on to demonstrate the
fastening design to the contractor,
highlighting the simple construc-
tion, excellent insulating proper-
ties, durable components and ease
of maintenance.
Track construction was car-
ried out from April until Novem-
ber 2008 by two units from china
Railway Engineering corporation.
On each worksite, each contrac-
tor was completing 300 m of track
per day.
The twin-block sleepers were
manufactured in the nearby city
of Bengbu and brought to the site
by road. They were laid out in the
tunnel before being fitted with
the baseplates and other fasten-
ing components. For contractual
reasons fitting of the fastenings
was carried out on site by the main
contractor although the option ex-
ists to fit all the components at the
sleeper factory. Short rails are then
fitted and the resulting panels are
laid at their correct line and level.
Adjustment of the panel height
and level is quickly carried out be-
fore concrete is poured to form the
final track slab.
in china, speed of work domi-
nates the construction programme
in order that the very tight opening
dates, set by the government, can
be met. Therefore, initial adjust-
ment is a very rapid process so that
the tunnel track can be concreted

In the 13 km Dabieshan tunnel contractors
worked simultaneously from each end,
each laying 300 m of track per day. Here
the alignment and level are being checked
before concrete pouring. Note the use
of gauge bars to ensure that gauge is
maintained when the panel is raised onto
spindles.
The panel of track is now ready for
concreting. The fastenings have been
covered to prevent concrete contamination.
innovation in track technology
The short construction rails are replaced
with the permanent long welded rails.
and opened to slow-moving ma-
terials trains as soon as possible.
The contractor took advantage of
the fine adjustment built in to the
SFc system to carry out final ad-
justment in between the passage
of materials trains. Surveying for
the adjustment was carried out by
using a laser device mounted on a
specialised trolley.
Fine vertical adjustment was car-
ried out by inserting shims under
the baseplates. The baseplate bolts
are dimensioned such that an in-
crease in baseplate height of up
to 30 mm can be applied. Heights
can be adjusted to an accuracy of
±0∙5 mm, thus allowing a vertical
A supplement to Railway Gazette International | August 2010
alignment of sufficient quality for Completed Rheda
2000 slab track
high speed operations. with Pandrol in-line
Height adjustment was carried SFC fastenings.
out by removing the baseplate
bolts. This allows the rails and base-
plates to be lifted and then new
shims inserted. This was not only
a rapid process but could be done
between the passage of materials
trains.
The holding-down bolts on the
baseplate are equipped with ser-
rated washers that allow very
fine adjustment of lateral posi-
tion and gauge. Again, the base-
plate bolts are loosened, the rails
are positioned and the bolts are
retightened.
Following grinding of the rail
head and surveys to check the
alignment, high speed trains began
to run on the line, reaching speeds
of up to 278 km/h during tests.
The line opened for revenue
service in April 2009 and has been
highly successful. The Wuhan –
Shanghai trip now takes 5¾ h
compared with around 11 h be-
fore the new line was built, mak-
ing it an attractive alternative to
air travel.
9
 DIRECT FIXATION ASSEMBLIES

KOREANHigh-Speed
Korean HIGH-SPEED
RailRAIL PROJECT
Project
PHASE22(Daegu-Busan)
Phase (DAEGU-BUSAN)

The Korea High-Speed Rail (KTX) Project has

been described in three previous articles in
Track Report (1996, 1999 and 2002).
These articles explain the development and
selection of concept and methodologies for
design and installation of track components,
as well as implementation of these selections in
the test track, (which has been in operation
since late 1999), and the experiences
gained during commissioning and almost
3 years of its operation.
The current issue will cover Phase 2 of the
KTX project under construction for target
completion in 2010.
Phase 1 of the KTX project commenced on
June 1st 1992, and major progress had been
made by June 14th 1994 in adopting the TGV
trains of the French Company GEC Alstom, and
full-scale constructions began. It took 12 years
to complete procedures required for the project
such as civil works, track laying, train
development and test runs. On April 1st 2004,
KTX phase 1 commenced its commercial
operation and has been successfully operated
so far.
The KTX project was originally planned for
completion in one Phase, but the economic
crisis in 1997/98 forced the establishment of a
phased implementation, with Phase 1 to open
in 2004 and Phase 2 in 2010. KTX project map
Phase 1 would mean operation of KTX
trains between Seoul to Busan, but high-speed Classification Application Standard Remarks
infrastructure only for Seoul to Daegu (280Km). Maximum Operation
Maximum Design Speed 350 km/hr
Phase 2 consists of full high speed standard Speed: 300km/hr
infrastructure on the remaining section Minimum Radius 7,000 m
between Daegu to Busan (130Km).
Maximum Gradient 25/1000
KTX trains consisting of 20 cars, 388m
long and weighing 771.2 tons with passengers Effective Length of Platform 600 m
have run at the maximum operating speed of Track Gauge 1,435 mm
300km/h since April 2004. Travel time from
Distance between adjacent tracks 5.0 m
Seoul to Busan at Phase 1 is 2 hours
40 minutes. It is expected to be decreased Rail UIC 60 CWR
to 2hours and 10 minutes after completion Electricity AC 25KV
of Phase 2.
Turnout Movable-Nose Crossing

11

The outline of KTX Phase 2 is as below;
* Section
Daegu City Susung-gu ~
Busan City Dongrae-gu
(130km = 281km100 ~ 409 km 860)
Section 4: Daegu ~ Ulsan
Section 5: Ulsan ~ Busan
* Length of Track: 256.366 km
- Main and Sub-main Line:
253.786 km (Slab Track)
- Siding Line: 2.580 km (Ballast Track)
KTX Phase 2 was originally planned to be
built with ballast, the same as Phase 1.
However, it was changed to concrete slab track
construction after reviewing problems from
Phase 1 regarding the interface between track
and the road bed, and the RHEDA 2000 system
was selected for Phase 2.
RHEDA 2000 is a more recent development
of the design which:
• fully took into account RHEDA design
principles by Prof. Dr. J. Eisenmann
• uses a reduced height bi-block sleeper with
protruding lattice truss reinforcement along
the entire length of sleeper and thus
provides:
- durability due to improved bonding effect
between sleeper and structural concrete
Electric insulation test at KTX Phase 2 test tracks
12
DIRECT FIXATION ASSEMBLIES
Total length:
253.786km
25%
19%
56%
- accurate track geometry
- a high level of flexibility enabling
combination with other types of rail
fastening and other device fixations
- a reduced construction height
• avoids formation of longitudinal cracks in the
slab concrete due to troughless construction
• facilitates and improves construction
performance thanks to lighter track grid and
mechanisation of assembly procedures
Earthwork
Length: 63.805km
Ratio: 25%
Bridge
Length: 46.743km
Ratio: 19%
Tunnel
Length: 143.238km
Ratio: 56%
• system technology is consistent throughout
for all track types, such as earthwork
constructions, bridges and tunnels as well as
turnouts, expansion joints etc.
Benefits of the system RHEDA 2000
• Minimal maintenance requirements
• Maximum long term riding comfort
• Maximum availability during operation
• Optimization of alignment criteria (smaller

Measurement of track geometry
radii at same speed) higher cant deficiency
• Significant reduction of alignment constraints
(reduction of civil structures or turnouts
and bridges)
• Flexibility for the organization of the
construction sequence
• Lower weight and reduced construction
height
With the RHEDA 2000 system already
selected for the project, rail fastenings
compatible with the system were now
reviewed.
Two rail fastening systems, the SFC system
of PANDROL and Sys300 from Vossloh, were
Pandol SFC system on RHEDA 2000 System
DIRECT FIXATION ASSEMBLIES
proposed for the rail fastening system of the
Phase 2 project in Dec 2004. Analysis of the
strengths and weaknesses of the two rail
fastening systems were carefully made in order
to select the rail fastenings for the project.
To verify the performance of the rail
fastening systems, performance tests on both
systems as per the performance specification of
KHRCA (Korea High Speed Railway
Construction Authority) were carried out
during January to June 2005 at KIMM (KOREA
INSTITUTE OF MACHINERY & MATERIALS). Both
systems passed the tests.
Rail One (formerly PFLEIDERER), which
developed the RHEDA 2000 system, modified
its system to be compatible with the Pandrol
SFC system and issued appropriate drawings
even before the result of the performance tests
were known because they acknowledged the
performance of the Pandrol SFC system.
For an objective review of the rail
fastenings, SITAC (Special International Track
Advisory Committee), an international advisory
committee, was called by KR (Korea Rail
Network Authority, formerly KHRCA) in July
2005. The committee concluded that both of
the two fastening systems were suitable for use
on Rheda 2000 track. The committee also
Sleepers raised with spindles after iron rods
assembled beneath
13
 DIRECT FIXATION ASSEMBLIES

noted the economic benefit of the Pandrol SFC

system. The SFC system was thus adopted as a
standard system for the project, with the
German system as back up.
Questions were raised about the use of the
Pandrol SFC on the German concrete slab
system, RHEDA 2000. Because of these
different opinions, further local and
international verifications such as local advisory
meetings took place to clear these questions.
Further performance tests on the Pandrol SFC
system were made in a 3rd party laboratory,
SNCF in France.
The advisory committees came out with
the same opinions as former meetings and the
Pouring concrete Loading manufacured concrete sleepers pre assembled
performance test at SNCF confirmed the results with the Pandrol SFC system
of the test in Korea, proving compatibility of
the Pandrol SFC system with Rheda 2000 track. This meant that the Pandrol system could be awarded in Sep 2007. Construction of the KTX
In fact, these verifications revealed used even with the track circuit lenght more Phase 2 project will be done in two sections,
advantages of the Pandrol SFC system. The than 1500 metres which is required for the KTX section 4 and section 5. The contract for
signal system of the KTX project, which came 2 project. section 5 is expected to be awarded in 2008.
from French TGV technology, requires high In addition to better electrical insulation, Supplies of Pandrol SFC systems to Sampyo for
electrical insulation because the signals are the Pandrol SFC proved to have easier and Section 4 started in November 2007 and have
transmitted via the rail, which is different from simpler adjustability for track geometry which is progressed smoothly so far. As of July 2008,
the German system which uses independent important for concrete slab track. 30% of the track construction of section 4 had
cables. In the electric insulation test made in After all these procedures, the contract for been completed with exceptional speed of 500
August 2007 at test tracks made for KTX Phase the supply of the Pandrol SFC systems to meters per day. ■
2, Pandrol SFC showed 15 ~ 20 times higher Sampyo, the contractor for the track
electrical resistance than the German system. construction of section 4 of the project, was

Completed track

14

CONSTRUCTION OF THE NEW LGV-EST
Construction of the new LGV-Est
HIGH SPEED CONNECTING CENTRAL EUROPE
– High Speed Connecting Central Europe
SNCF began developing the French
network of high speed railways in the
early 1980’s, radiating from Paris. The Sud-
Est route to Lyon opened in 1982, followed
by the Atlantique Lines to West and South-
West France, the Nord-Europe line running
to Lille, Belgium and the Channel Tunnel,
and extensions taking Sud-Est trains all the
way to Marseille. Rèseau Ferrè de France
(RFF) is now the owner of all the national
railway network. This new state company
is in charge of the construction of the HSR
to the East, well known as LGV-Est.
TGV is not only about fast trains - speeds
can only be safely achieved when running on
specially designed tracks. Existing tracks must
be replaced with new tracks known as LGV
(Ligne à Grande Vitesse). Although the design
of the TGV train does allow it to run on existing
tracks, it cannot achieve its full speed. Whilst
not all main-line tracks have been re-laid, some
have been upgraded to enable higher speeds
(up to 220km/h), without the cost of totally
relaying the track.
The proposed LGV-Est (Ligne à Grande
Vitesse) has been under discussion since the
PANDROL FASTCLIP
mid-1980’s, with regards to the best route, and
financial viability of construction, given that the
line was unlikely to carry as much traffic as
other lines under consideration at the time.
Finally in 1999, the French Infrastructure
owner, RFF, received permission to construct a
300km line running from Vaires, on the Eastern
suburbs of Paris to Baudrecourt near Metz
and Nancy, Phase 1 of the new LGV
Construction is being financed by the local
government authorities and regions, with
contributions from the French State, EU,
Luxembourg, RFF and SNCF.
19

As far as journey time is concerned, with
the first phase of the project up to Baudrecourt
spectacular reductions are possible by June
2007: Paris to Reims from 1h:33mins to
0h:45mins, Paris to Luxembourg from 3h:37
mins to 2h:15mins, Paris to Strasbourg from
3h:52mins to 2h:20mins, Paris to Frankfurt am
Main from 6h:19mins to 3h:45mins, Paris to
Stuttgard from around 6h to 3h:45mins and
Paris to Zurich from around 6h to 4h:30mins.
Civil works for Phase 1 of the East LGV
should be reasonably straightforward - the
20
route crosses hills, and does not require bored
tunnels, however in Phase 2, between
Baudrecourt and Vendenheim, the line crosses
the Vosges mountains between the Moselle
Valley and Alsace Plain.
The route of the East LGV, with its layout,
bends and geometry has been designed by
Rèseau Ferrè du France (RFF) to enable trains to
reach a speed of 350kph. When it is brought
into service in June 2007 the LGV Est will run
commercially at a speed of 320kph, making the
HSR to the east France’s fastest train. To run
safely at this speed, their position on the line
and their speed have to be known at all times
and there must be a means of communicating
with them. The LGV Est will therefore be fitted
with the very best electronic and telecom
equipment. In addition to the French traditional
signalling system known as TVM 430, it has a
technological innovation known as the ERTMS
(European Rail Traffic Management System), a
string of letters used to show that Europe’s rail
network of the future is already under
construction today.
DETECTING THE PRESENCE OF
TRAINS
At present, high speed trains ‘feel’ the rail
thanks to the train’s wheels which ‘short out’ a
low voltage current in the rail circuits. It is this
that tells the control room exactly where the
PANDROL FASTCLIP
train is on the track. The data, which is
essential for traffic safety and flow, is
transmitted by cable. Once the control room
receives the information, it is analysed and the
controller sends the train back its maximum
operating speed. This means that if a train
stops between stations, all the other trains
coming up behind it are informed.
Thanks to ERTMS, which is being developed
throughout Europe, the aim is to enable trains
run by any European operator to travel on the
LGV Est system. In this new system the data is
transmitted by optical fibres and microwave
connections using GSM-R (a special GSM for
railways), and is currently being developed by
RFF, SNCF, the installation contractor, and their
European counterparts. The aim is to make rail
networks in France and neighbouring countries
compatible, or ‘interoperable’.
As soon as the LGV Est comes into service
it will use both systems working in parallel. In
2007, SNCF’s high speed trains will use one or
other of these two signalling systems and GSM-
R radio.
There are other technical developments
provided by LGV Est, all of them synonymous
with progress and quality. For example,
the PANDROL FASTCLIP rail fastenings already
widely used in other countries will replace
the traditional ‘screw in’ clamps.
The FASTCLIP fastening is slightly elastic,

ensuring perfect contact between rail and
sleepers. Thanks to this product, coupling
torque can be regularly inspected by video,
cutting the costs of maintenance in the long
term without any risk whatsoever. For the
same reason the new link will use grease-free
points and switches, installed CCTV or
intelligent sensors and carry out ad hoc testing
of track assemblies on single block sleepers or
concrete platform.
TRACKWORK
On French high speed lines and the CTRL,
equipment for tracklaying and catenery
erection is mostly brought to worksites by rail.
On the LGV Est three bases were established.
The first, at Vadenay/Saint-Hilaire (Marne area)
became operational in October 2004.
The Ocquerre base (Seine et Marne area)
officially opened its gates on 31st March 2005,
and in May 2005 it was the turn of Pagny-sur-
Moselle (Meurthe et Moselle area).
The LGV-Est is a double track line, using
twin-block concrete sleepers with PANDROL
FASTCLIP fasteners.
The margin of precision when laying the
tracks is 5mm. The traditional way for the
tracklaying to progress is as follows:
• Temporary track is laid, which carries the
wagons transporting the rails for the
permanent track - it is made up of recovered
rails and wooden sleepers.
• Rails are delivered. These rails can be up to
400 metres long. For each track, the rail is
first unloaded, then the twin block concrete
sleepers, pre-assembled with PANDROL
FASTCLIP fasteners, insulators and rail pads,
are put into position on the bed. The rail is
then threaded into the rail seat, and
mechanically fixed in place by the elastic
PANDROL FASTCLIP
fasteners - the FASTCLIP that will be used for
the first time on a French HSR.
• 5,000 tonnes of ballast is transported each
day by rail and is unloaded on each side of
the rail. Coarser, harder and more solid on
an HSR than on traditional tracks, it will be
changed every 25 years.
Tracklaying is advancing at a rate of 600
metres of double track each day (over 5,000
tonnes of ballast, 2,000 sleepers, 8,000
FASTCLIP fasteners, and 2,400 m of rails being
the daily requirements for this).
Detailed pre-project studies of the second
phase of LGV-Est, between Baudrecourt
(Moselle) and Vendenheim (Bas-Rhin) have
been completed. In the Bas-Rhine
departement, second phase parcel surveys have
taken place, acquisition negotiations have
commenced and the regrouping procedures are
on course. 
21
The benefits of under sleeper pads
Under Sleeper Pads (USP) have been installed since the 1990s and are now a proven
technology that can be used to manage track stiffness, increase track quality, and
control vibration levels in track.
USPs provide a simple way of modifying the stiffness of ballasted track with an
attractive cost-benefit ratio, by adding an elastic layer to the underside of the
sleeper.

From the outset, great benefits were identified by using USPs, especially in
transition zones, turnouts, bridges, and tunnels. Following years of experience, and
due to an increase in the volume of concrete sleepers being installed, use of USPs
is becoming common practice with infrastructure managers such as: DB (Germany),
SNCF (France), ÖBB (Austria), ADIF (Spain), INFRABEL (Belgium), REFER (Portugal),
designing, producing and supplying
SBB (Switzerland), etc.
USPs, Pandrol CDM Track is able to
provide high-quality CDM-USP products
Track Quality Improvements based on its main core materials: Resin
 Ballast protection: an improvement in track quality almost doubles the intervals Bonded Rubber (RR) and Thermoplastics
between levelling, lining and tamping Elastomers (TPE). CDM-USP has been
 Reduced ballast thickness: from 30 to 20cm due to a better load distribution tested at the Technical University of
 Fewer rail corrugations especially in tight-radius curves: grinding intervals may be Munich according to the German
more than doubled standard DIN 45673-6.
 Mitigate the effects of local discontinuities such as differences in track settlement,
hanging sleepers, differences in soil stiffness, etc
Regardless of the type and the stiffness,
 Ideal for use in transition zones to mitigate settlement differences or stiffness step
CDM-USP can be fixed to the sleeper
changes. Can be used on the approach and running off area for bridges, transitions
during production or glued to the
between track construction types, rail expansion joints, to control short bridges
finished sleeper thanks to CDM-MFF®
responses, etc
technology. This is a Micro Fibre
 Better track quality in turnouts.
Fastener layer attached to the resilient
layer, which facilitates a direct bond
The application of USPs can be divided in two broad areas: track quality between concrete and the USP.
improvement and noise and vibration control, although these are not mutually
exclusive. For example, even when a USP is designed to target track quality
improvements, there will also be some degree of noise and vibration isolation, and Noise and Vibration Control
vice versa. The degree of each type of benefit depends primarily on the stiffness of  Alternative to Under Ballast Mats
the pads. (UBM): soft USPs may be a good
substitute for UBMs if the requirement
It is important to note that all of these benefits have a direct impact on track is to control vibrations in the frequency
maintenance costs, as the installation of USPs will reduce maintenance activities range above 40-50Hz
such as tamping, ballast cleaning, grinding, etc. In some cases, the time interval  Ground-borne noise control: it has
between maintenance interventions has almost doubled. A reduction of 32% in the been demonstrated that a reduction in
life cycle cost has been estimated for tangent track fitted with USPs and subject to vibrations of up to 15dBv can be
more than 70,000 gross tons per day. achieved within the maximum energy
frequency band
With over 40 years’  Air-borne noise control: although not
experience in the the main objective, it is possible to
field of noise and reduce train passage noise in curves
vibration control, indirectly due to an improvement
and more than 20 in track quality.
years’ experience

Pandrol CDM Track

Rozendal Park
Terhulpsesteenweg 6b
B-1560 Hoeilaart
Belgium
Tel. +32 2 658 28 00
info@pandrolcdmtrack.com
PANDROL UK
A GREAT BRITISH SUCCESS

Pandrol UK have been servicing the UK market for more than 75 years
with a large product portfolio covering an extremely wide range of
applications for the UK’s diverse operating requirements.

Our early experience in the UK has driven growth in our export markets
which now constitute about 80% of Pandrol UK’s turnover. Our
International experience improves our competitiveness, our knowledge
of other railway operations across heavy haul, high Speed, Mainline
Passenger / Freight, Light Rail, Tram and Metro systems. We feed this back
into our product development / improvements and apply in our
international and home markets.

In the UK, we provide additional service to contractors, consultants and

clients that make a difference in how we serve and support major
projects. Firstly, we are here with a significant presence in the UK, with
most of the technical, engineering and manufacturing experts located
at one of our 2 UK offices. We have a World Class laboratory for R&D and
test work, acoustic engineers, designers, and product support teams, all
available to support the HS2 project at short notice.

Pandrol works closely with Network Rail on a number of areas that go

beyond the expected norms, we are providing training to apprentices,
have a special trackman’s user guide guide covering all of the products,
tools, and equipment which has been an essential pocket size guide for
those who maintain the tracks. An “app” was launched recently for smart
phone users.

In the projects that we are engaged with in the UK, we are invariably
involved in the detail design, planning and execution of our supply scope,
fielding our experts whenever needed, and often at very short notice.
Pandrol employs more than 200 people in the UK and is proud of it’s
history and achievements, we have been awarded the Queens award on 3
separate occasions. We are truly global and local, having substantial high
speed experience internationally and being ideally placed to support the
UK’s HS2 project from our UK base.
ROSENQVIST RAIL AB

We are a leading global player in the

development and manufacture of equipment
and working methods for professional use
within the railway industry.

CLIP DRIVER
CD200
The CD200 is for use by a single operator. It is a high-
performance robust walk-behind clipping machine.

PRODUCT FEATURES

Sleeper lifting capability of up to 50mm independent

of the rail height.
Easy to operate and operator friendly.
Easy to switch side and working direction.
Good lighting for night work.
Electric starter.
Easy to carry on and off track.
Used globally. Locations
include Norway, Sweden, USA, Suitable for all PANDROL FASTCLIP and FASTCLIP FE.
Malaysia, Russia, USA, Brazil,
Denmark, Australia, Lithuania
and Czech Republic.

TEL +44 (0)1932 834500 EMAIL info@pandrol.com
We are a leading global player in the development and
manufacture of equipment and working methods for
professional use within the railway industry.
Rosenqvist Rail is committed to develop, manufacture
and market pioneering equipment and working
methods for efficient construction and maintenance
of railways. The head office including R&D, Technical
Support and Manufacturing is located in the city of
Hudiksvall, Sweden.
Rosenqvist Rail AB was founded by Mr Anders
Rosenqvist in 1994. Anders had an assignment from
the Swedish State Railroads to upgrade part of the
Swedish East coast line. While working on the project
Anders realised the enormous potential for efficiency
Used globally. Locations maneuvered legs that enables fast and easy on and off
include France, UK,
Australia and USA.
PERFORMANCE
WEB www.pandrol.com SPECIFICATIONS
improvements in the railway construction and
maintenance. This led him to develop new methods
and design innovative equipment to safely speed up
and increase productivity on the railways.
Rosenqvist Rail AB joined the PANDROL Group of
companies in 2008 enabling PANDROL to bring
engineering capabilities for the installation of the
FASTCLIP system in-house.
To this day and facilitated by hands-on track work
experience, Rosenqvist Rail AB continue to develop and
successfully launch new methods and equipment for
the benefit of the railway industry around the world.
HIGH OUTPUT CLIPPER
CD500
The High Output Fast Clipping machine is a self-
propelled rail-fastening machine for the PANDROL
FASTCLIP. It has a computer-controlled system (PLC)
and an off tracking system that enables it to “walk”
on and off the track. An electrical backup hydraulic
system enables it to off-track in the event of engine
failure. Built-in guiding rollers ensure centring
position on rail.
PRODUCT FEATURES
Will clip and de-Clip (also de-Clips SHC clips).
On/off tracking system – the CD500 is fitted with hydraulically
tracking.
Rail lift.
50 - 60 sleepers/min FASTCLIP.*
70
for BallasTed TracK Pandrol PresenTs:

FastClIP FC 1500 / 1600

InstallatIons

saudI aRaBIa – Heavy Haul koRea – HIgH sPeed

soutH aFRICa - MetRo uk - steel sleePeRs

 PeRFoRManCe
TEL +44 (0)1932 834500 EMAIL info@pandrol.com WEB www.pandrol.com sPeCIFICatIons

FeatuRes and BeneFIts tyPICal PeRFoRManCe Range

FC 1500 FC 1600

nominal toe load

1000 kgf 1250 kgf
The Pandrol FASTCLIP FC system is designed for all categories In clip driving fixture

of track, and specifically engineered to be capable of rapid Clamping Force

> 16 kN > 20 kN
installation by mechanised equipment. EN 13146-7:2012

Creep Resistance
The FASTCLIP FC product has substantial global references on EN 13146-1:2012
> 7 kN > 9 kN

both concrete and steel applications. electrical Resistance

> 5 kΩ > 5 kΩ
EN 13146-5:2012
FASTCLIP FC is a threadless Fastening, with low maintenance
and pre-assembly of the fastening which remains captive on
suItaBle FoR aPPlICatIon
the sleeper.
✓ Concrete Sleeper
✓ Steel Sleeper Assemblies
✓ Timber Sleepers (on Baseplates)
Rapid installation capability
Rapid
(up toinstallation
70 sleeperscapability
per minute)
✓ Switches and Crossing

(up to 70 sleepers per minute) ✓ Joint Bar Assemblies

Pre-assembly and captive on sleeper ✓ Rail Free (ZLR) Assemblies

Pre-assembly and captive on sleeper
Threadless, self tensioned fastening
threadless, self tensioned fastening For special applications consult PANDROL

Suitablefor
suitable forall
alltrack
trackcategories
catagories

Adjustable options for slab applications

ReCoMMendatIons FoR Ballasted tRaCk

FastClIP FC 1500 / 1600 oPeRatIng CondItIons geneRal suItaBIlIty
Typical Min Typical Max Max
rail Pad resilience
cen / rad rad axle axle speed
Typical operation
caT Very Very
(m) (m) (kn) (kn) (kph) stiff Med soft
stiff soft
Industrial / Light
A 80 40 100 130 100 ✓ ✓ ✓ ✓
Urban / Tram
Industrial / Light
B 100 80 160 180 140 ✓ ✓ ✓ ✓
Urban / Metro
Main Line
C 400 150 225 260 250 ✓ ✓ ✓ ✓
Operation
ML Large Curved
D 800 400 180 260 250 ✓ ✓ ✓ ✓ ✓
(inc. High Speed)
Passenger
E 150 150 300 350 200 ✓ ✓ ✓
& Heavy Freight
Very Heavy
>E 150 150 350 400 120 ✓ ✓
Haul Freight

For guidance only. All applications differ. Please consult Pandrol for recommendations specific to your project. ✓ Fastclip FC 1600 only
Adjustable FASTCLIP version available for non ballasted applications

9
Pandrol PresenTs:

vIPa dFC

InstallatIons

FRanCe

InstallatIon
PANDROL VIPA DFC baseplates can be delivered
to the track site fully pre-assembled on the pre-
cast sleeper, block or slab.
 PeRFoRManCe
TEL +44 (0)1932 834500 EMAIL info@pandrol.com WEB www.pandrol.com sPeCIFICatIons

FeatuRes and BeneFIts tyPICal PeRFoRManCe Range

Clamping Force
> 16 kN
EN 13146-7:2012

PANDROL VIPA DFC has been designed for use on slab tracks Creep Resistance
> 9 kN
where a typical vertical system stiffness of 20-25 kN/mm is EN 13146-1:2012

required for applications on LRT, Metro, high speed and other electrical Resistance
> 10 kΩ
non-ballasted tracks. EN 13146-5:2012

The PANDROL FASTCLIP fastening allows for efficient tyPe oF systeM

stressing and rail maintenance, both of which are important ✓ Indirect Direct
when building and operating non-ballasted systems.

suItaBle FoR aPPlICatIon

Tram ✓ LRT ✓ Metro

suitable for use on non-ballasted tracks (slab tracks) ✓ Mixed ML ✓ HS HH

suitable for top down construction

adJustMent
optimised for use on pre-cast blocks,
typical Maximum
sleepers and slabs
lateral +/- 5 mm Consult Pandrol
vertical + 20 mm Consult Pandrol

vIBRatIon IsolatIon*

track static dynamic

Category stiffness stiffness
en 13481-1
Cat a 12.5-17.5 kN/mm 17.5-22.5 kN/m
Cat B 15-20 kN/mm 20-25 kN/m
ConstRuCtIon Cat C/d 20-25 kN/m 25-30 kN/m

* Assembly Stiffness EN 13146-9:2011

tyPe oF ConstRuCtIon oPtIMIsed alteRnatIve CoMMent

requires construction aPPlICaBle Cen tRaCk CategoRIes*

Top down wet pour ✓ shim
Min Rad Max axle
requires construction
Top down drill/grout ✓ shim Cat a 40 m 130 kN ✓
Pre cast block/sleeper ✓ cast in shoulder & dowel Cat B 80 m 180 kN ✓

Pre cast plinth/slab ✓ cast in shoulder & dowel Cat C 150 m 260 kN ✓
Cat d 400 m 260 kN ✓
Booted sleeper consult Pandrol
* Based on EN 13481-5:2012
direct to Bridge (Timber/steel) consult Pandrol

retrofit existing system consult Pandrol

vaRIants **

Zero longitudinal Restraint (ZLR)

Low Toe Load
**Consult Pandrol for application check

47
PANDROL PRESENTS:

FASTCLIP SFC

INSTALLATIONS

CHINA UK

INSTALLATION
Installation by top down or bottom up by wet
pour mounted on pre-cast block, sleeper or slab.

KOREA
 PERFORMANCE
TEL +44 (0)1932 834500 EMAIL info@pandrol.com WEB www.pandrol.com SPECIFICATIONS

FEATURES AND BENEFITS TYPICAL PERFORMANCE RANGE

Clamping Force
> 16 kN
EN 13146-7:2012

The PANDROL FASTCLIP SFC baseplate system has been Creep Resistance
> 9 kN
designed to easily transfer the advantages of the PANDROL EN 13146-1:2012

FASTCLIP system to slab track applications. The design allows Electrical Resistance
> 10 kΩ
full advantage to be taken of the PANDROL FASTCLIP captive EN 13146-5:2012

fastening system, making it an ideal product for

non-ballasted trackforms offering high levels of vertical and TYPE OF SYSTEM

lateral adjustment. ✓ Indirect Direct

SUITABLE FOR APPLICATION

✓ Tram ✓ LRT ✓ Metro

Suitable for use on light rail, metro, general main
✓ Mixed ML ✓ HS ✓ HH
line and high speed tracks
Suitable for use on concrete non-ballasted tracks ADJUSTMENT
(slab tracks)
Typical Maximum
May also be used on concrete or wooden sleepers Lateral +/- 12 mm +/- 20 mm
or bearers Vertical +30 mm Consult Pandrol

VIBRATION ISOLATION*

Track Static Stiffness Dynamic

Category Stiffness
EN 13481-1
Cat A ≈ 40 kN/mm min ≈ 60 kN/mm
Cat B ≈ 40 kN/mm min ≈ 60 kN/mm
CONSTRUCTION Cat C/D ≈ 40 kN/mm min ≈ 60 kN/mm

* Assembly Stiffness EN 13146-9:2011

TYPE OF CONSTRUCTION OPTIMISED ALTERNATIVE COMMENT

Top down wet pour ✓ Optional methods exist APPLICABLE CEN TRACK CATEGORIES*

Top down drill/grout ✓ Min Rad Max Axle

Pre cast block/sleeper ✓ Cast in Insert preferred Cat A 40 m 130 kN ✓

Cat B 80 m 180 kN ✓
Pre cast plinth/slab ✓ Cast in Inserts preferred
Cat C 150 m 260 kN ✓
Booted sleeper ✓ Consult Pandrol
Cat D 400 m 260 kN ✓
Direct to Bridge (Timber/Steel) ✓
* Based on EN 13481-5:2012
Retrofit existing system Consult Pandrol

VARIANTS **

2 Hole Offset baseplate

4 Hole Offset baseplate
Zero Longitudinal Restraint (ZLR)
Low Toe Load
**Consult Pandrol for application check

46
PANDROL PRESENTS:

FASTCLIP FCA

INSTALLATIONS

INSTALLATION
The Pandrol FASTCLIP FCA system can be
delivered to the track site fully pre-assembled/
captive and attached to a pre-cast concrete
element. Low clamping force and rail free
variants are available to address track-structure
interaction issues.
PARKED POSITION

WORKING POSITION
 PERFORMANCE
TEL +44 (0)1932 834500 EMAIL info@pandrol.com WEB www.pandrol.com SPECIFICATIONS

FEATURES AND BENEFITS TYPICAL PERFORMANCE RANGE

Clamping Force
> 16 kN
EN 13146-7:2012

PANDROL FASTCLIP FCA has been designed for use on slab Creep Resistance
> 9 kN
tracks where vertical adjustment is required. EN 13146-1:2012

PANDROL FASTCLIP FCA can be assembled at the sleeper Electrical Resistance > 10 kΩ

factory and delivered to site captive/pre-assembled on the

pre-cast element. TYPE OF SYSTEM

Indirect ✓ Direct
The system is optimised for top down construction with
embedded pre-cast concrete elements.
SUITABLE FOR APPLICATION

✓ Tram ✓ LRT ✓ Metro

✓ Mixed ML ✓ HS
Optimised for use on pre-cast blocks, HH

sleepers and slabs

ADJUSTMENT
Suitable for use on non-ballasted tracks (slab tracks)
Typical Maximum
Suitable for top down construction Lateral +/- 5 mm Consult Pandrol
Vertical + 10 mm + 20 mm

VIBRATION ISOLATION*

Track Static Dynamic

Category Stiffness Stiffness
EN 13481-1
Cat A ≈ 40 kN/mm ≈ 60 kN/m
Cat B ≈ 40 kN/mm ≈ 60 kN/m
CONSTRUCTION Cat C ≈ 40 kN/mm ≈ 60 kN/m

* Assembly Stiffness EN 13146-9:2011

TYPE OF CONSTRUCTION OPTIMISED ALTERNATIVE COMMENT

Installs on plastic carrier APPLICABLE CEN TRACK CATEGORIES*

Top down wet pour ✓ plate

Top down drill/grout Min Rad Max Axle

Dowels cast in block / Cat A 40 m 130 kN ✓

Pre cast block/sleeper ✓ sleeper Cat B 80 m 180 kN ✓
Dowels cast in plinth Cat C 150 m 260 kN
Pre cast plinth/slab ✓ ✓
/ slab
Cat D 400 m 260 kN ✓
Booted sleeper ✓ Dowels cast in block
* Based on EN 13481-5:2012
Direct to bridge (timber/steel) Consult Pandrol

Retrofit existing system Consult Pandrol

VARIANTS **

Zero Longitudinal Restraint (ZLR)

Low Toe Load
**Consult Pandrol for application check

38
CONTACT PANDROL
Pandrol UK Office: +44 (0)1909 476101
Gateford Road e-Mail: info@pandrol.com
Worksop Website: www.pandrol.com
Nottinghamshire
S81 7AX UK