Reinventing elasticity into

the railway structure Cork based

material for railway
applications
Reinventing elasticity into the railway structure

Vibration control
in railway infrastructures
Over the last years,railway sector has undergone considerable worldwide
growth, resulting in a significant increase in the frequency of urban
and suburban trains.

This high flow of traffic generates high levels of vibration that need
to be prevented and treated. As a material supplier supplying 25 different
segments and different applications, we use our years of experience
and our engineering team to develop solutions to reduce the impact of
vibration in the light rail, underground, heavy and high speed
rail infrastructure sector.

Environmrtal concerns are always present in every material

we produce. Amorim Cork Composites is internationally
reconized by the sustainable pratices whit multiple
certifications.

All vibration control materials, cork and rubber,

are recyclable and have a low environmental impact.

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Reinventing elasticity into the railway structure

Superstructure and substructure

A railway track structure is comprised of a superstructure and substructure, in which the most
basic parameter in the design, construction and maintenance is the track stiffness (proportion
between vertical track load - static and dynamic loads - and track deflection), as it defines the
load capacity, dynamic behavior of vehicles and track geometry.

Rails
Fastennings and baseplate
Superstructure
Sleepers
Substructure
Ballast
Subballast
Subgrade

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Reinventing elasticity into the railway structure

Superstructure
The track’s vertical dynamics (imposed by vehicle axle load and speed) is a significant part
of the stresses exerted on the structure, as well as the level of vibration and noise transmitted.
Hence, the track is influenced by the incorporation of elastic elements (vibration control pads),
their dynamic properties and the way these are arranged on the structure, and these lead to a
considerable improvement in the substructure, offsetting the disadvantages of using concrete
sleepers on compact and rigid subgrades, compared with earlier timber-sleeper superstructures.

Reduction in transmissibility and lower maintenance costs as well as increased safety and
comfort using Amorim’s vibration control materials provide the necessary elasticity that cannot
be given by either the subgrade or the ballast, due to substructure compaction through track
stabilizing maintenance procedures (track ballast packing).

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Reinventing elasticity into the railway structure

Key Features
• Reduce the level of impact forces on the sleeper, and consequently to the substructure;

• Provide electrical insulation;

• Prevent wear between mating components;

• Reduce corrosion between rail, base plate and sleeper;

• Reduce vibration transmission and consequent noise.

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Reinventing elasticity into the railway structure

Superstructure

Rail Pads
play a vital role in preventing cracks and deterioration
of concrete sleepers. Their main function is to transfer
the rail load to the sleeper while filtering out high
frequency force components.

Baseplates
support the rail on rigid surfaces such as concrete
slabs or steel bridges. Amorim Baseplate pads reduce
the transmission of vibrations from the rail and base
plate into the substructure.

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Reinventing elasticity into the railway structure

Superstructure - Rail Pad

Rail pads according to SPC 00004, SPC 00013 and SPC 00116

Tensile
Density Hardness Elongation
Typical Strength
(kg/m³) (IRHD) at break (%) Static Dynamic
Type Thickness (MPa)
Deflection (mm) Deflection (mm)
(mm)
ISO 2781 ISO 48 ISO 37 ISO 37

RP93 at 0.8 N/mm²

between 200 N
(VC9300) 10 810 60–70 >1.5 >200 (1) 1.0–1.5* and 4.6 Hz 0.6–1.0*
and 0.8 N/mm²

RP94
between 200 N at 3 N/mm²
(VC9400) 4.5 620 66–76 >3 (1) >200 (1) 0.2–0.4** 0.12–0.28**
and 3 N/mm² and 20 Hz

RP96 at 3 N/mm²
between 400 N >0.1 and >0.05 and
(VC9600) 4.5 1187 78–88 >7 (1) >150 (1) and 15 Hz
and 3 N/mm² <0.3** <0.15**
(mm)

Note: May be supplied with cloth at the top layer to prevent sticking to the rail foot
* Sample 200 x 200 x 10 mm - ** Sample 140 x 140 x 4.5 mm - (1) Even After Ageing, 7 days at 70 °C

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Reinventing elasticity into the railway structure

Superstructure - Baseplate
Certification (according to SPC00116) by Dekra Rail and Railcert

Tensile Electrical
Density Hardness Elongation
Typical Strength Resistance,
(kg/m³) (IRHD) at break (%) Static Dynamic
Type Thickness (MPa) 500 V DC (Ω)
Deflection (mm) Deflection (mm)
(mm)
ISO 2781 ISO 48 ISO 37 ISO 37 BS903 pt C2

BP91
(VC9100) 12 620 30–40 >1 >100 1 x 108 3.9–4.5* 2.9–3.3*
between 200 N at 0.6 N/mm²
and 0.8 N/mm² and 4.6 Hz
BP92
(VC9200) 12 790 44–54 >2 >250 1 x 108 2.0–2.6* 1.5–1.9*

BP95 between 7000

between 400 N
(VC9500) 5 1150 90–98 >4.8 >80 1.0 x 1010 0.14** N and 3 N/mm², 0.029**
and 4 N/mm²
at 5 Hz (mm)

BP96 between 400 N >0.1 and at 3 N/mm² and >0.05 and

8 1187 78–88 >7 >150 -
(VC9600) and 3 N/mm² <0.3** 15 Hz (mm) <0.15**

Note: May be supplied with 1 mm one side insulating layer to improve electrical resistance and mechanical properties
* Sample 250 x 250 x 12 mm - ** Sample 140 x 140 x 5 mm

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Reinventing elasticity into the railway structure

Substructure Pad and Mat

Under Sleeper Pads

are elastic elements located between the sleeper and
the ballast. This is a cost-effective way of increasing
the elasticity of the superstructure and reducing
wear and tear on the ballast.

Ballast Mats
have a dual effect: on the train-track dynamic behavior
and on the reduction of vibrations transmitted to the
ground. The Ballast Mats provide a high performance
mass-spring system with low resonance frequencies
and high vibration isolation performance.

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Reinventing elasticity into the railway structure

Substructure – Under Sleeper Pad

Type Density (kg/m³) Shore A Thickness (mm)

USP72
790 43
(VC7200)*
6.5 at 20 mm
USP73
710 38
(VC7300)*

*Agglomerated recycled SBR (Stirene Butadiene Rubber) with PU (polyurethane) elastomer bonding agent

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Reinventing elasticity into the railway structure

Substructure – Ballast Mat

Solutions tested according to DIN 45673-5 at Instituto Politécnico
de Setúbal subjected to a highly qualified environment

URBAN TRANSPORT
Light Rail Lines (≤160 kN axle Load; v≤120 km/h)

Type Thickness (mm) cstat (N/mm³)

BM73* 60 0.017
BM73* 2x 17/8 0.017

MAIN LINE
>160 kN axle Load; v≤120 km/h >160 kN axle Load; v≤200 km/h

Type Thickness (mm) cstat (N/mm³) Type Thickness (mm) cstat (N/mm³)
BM73* 40 0.04 BM73* 25 0.06
BM73* 17/8 0.037 BM73* 10/5 0.06

>160 kN axle Load; v≥200 km/h >160 kN axle Load; v≥200 km/h

Type Thickness (mm) cstat (N/mm³) Type Thickness (mm) cstat (N/mm³)
BM72* 20 0.1 BM73* 10 0.154

*Agglomerated recycled SBR (Stirene Butadiene Rubber) with PU (polyurethane) elastomer bonding agent
BM73 (VC7300) and BM72 (VC7200)

Copyright © Amorim Cork Composites. All rights reserved.

Copyright © Amorim Cork Composites. All rights reserved.