NF EN 16432-1

JUILLET 2017

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French standard
NF EN 16432-1

12 July 2017

F 53-432-1
ICS: 45.080; 93.100

Railway applications - Ballastless track systems - Part 1 : general

requirements

Applications ferroviaires - Systèmes de voie sans ballast - Partie 1 : exigences générales

Bahnanwendungen - Feste Fahrbahn-Systeme - Teil 1 : Allgemeine Anforderungen

Engfish version NF EN 16432-1:2017

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EUROPEANSTANDARD EN 16432-1
NORME EUROPÉENNE
EUROPÀISCHE NORM July 2017

!CS 93.100

English Version

Railway applications - Ballastless track systems - Part 1:

General requirements
Applications ferroviaires - Systèmes de voie sans Bahnanwendungen - Feste Fahrbahn-Systeme - Teil 1:
ballast - Partie 1 : Exigences générales Allgemeine Anforderungen

This European Standard was approved by CEN on 11May2017.

CEN members are bound to comply with the CEN/CENELEC Internai Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation un der the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION

COMITÉ EUROPÉEN DE NORMALISATION
EUROPÀISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels

@ 2017 CEN Ali rights of exploitation in any form and by any me ans reserved Ref. No. EN 16432-1:2017 E
worldwide for CEN national Members.
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EN 16432-1:2017 (E)

Contents Page

European foreword ....................................................................................................................................................... 4

Introduction .................................................................................................................................................................... 5
1 Scope .................................................................................................................................................................... 6
2 Normative references .................................................................................................................................... 6
3 Terms and definitions ................................................................................................................................... 7
4 Abbreviations ................................................................................................................................................... 8
5 External actions ............................................................................................................................................... 8
5.1 Railway traffic loading .................................................................................................................................. 8
5.1.1 General ................................................................................................................................................................ 8
5.1.2 Vertical loads .................................................................................................................................................... 8
5.1.3 Lateral loads ................................................................................................................................................... 10
5.1.4 Longitudinal loads ....................................................................................................................................... 10
5.2 Substructure .................................................................................................................................................. 11
5.2.1 General ............................................................................................................................................................. 11
5.2.2 Earthworks ..................................................................................................................................................... 11
5.2.3 Bridges ............................................................................................................................................................. 12
5.2.4 Tunnels ............................................................................................................................................................ 13
5.2.5 Transitions ..................................................................................................................................................... 13
5.3 Environmental. .............................................................................................................................................. 14
5.3.1 General ............................................................................................................................................................. 14
5.3.2 Water ................................................................................................................................................................ 14
5.3.3 Temperature .................................................................................................................................................. 14
5.3.4 Earthquake ..................................................................................................................................................... 15
5.3.5 Chemical exposure, UV exposure and pollution ............................................................................... 15
6 System requirements .................................................................................................................................. 15
6.1 Track design geometry............................................................................................................................... 15
6.2 Track stability ............................................................................................................................................... 16
6.3 Structure gauge ............................................................................................................................................. 16
6.4 Design life ........................................................................................................................................................ 16
6.5 Maintainability .............................................................................................................................................. 16
6.6 Sustainability ................................................................................................................................................. 16
6.7 Noise and vibration ..................................................................................................................................... 16
6.8 Derailment...................................................................................................................................................... 17
6.9 Electrical interfaces ..................................................................................................................................... 17
6.9.1 General ............................................................................................................................................................. 17
6. 9.2 Rail-to-rail electric insulation ................................................................................................................. 17
6. 9.3 Electrical interfaces with traction power supply systems ............................................................ 17
6.9.4 Electrical interfaces with signalling systems ..................................................................................... 18
6.9.5 Track circuit ................................................................................................................................................... 18
6.9.6 Electromagnetic Compatibility (EMC) with signalling systems ................................................... 18
6.10 Fixing of equipment. .................................................................................................................................... 18
Annex A (informative) Rail temperature increase by using eddy current brake .............................. 20
A.1 Determination of rail temperature increase using chart Figure A.1 ......................................... 20

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A.2 Determination of rail temperature increase using functions of rail heating and
cooling............................................................................................................................................................... 20
A.2.1 General ............................................................................................................................................................. 20
A.2.2 Heating of the rail ......................................................................................................................................... 21
A.2.3 Cooling of the rail .......................................................................................................................................... 21
A.2.4 Example ofcalculation ................................................................................................................................ 21
Annex B (informative) Examples ofloop-free and zones with limited metal content to
ensure EMC ...................................................................................................................................................... 23
B.1 Track circuit bond ........................................................................................................................................ 23
B.2 Detection loop or transmission Ioop ..................................................................................................... 23
B.3 Balise (Euro balise) ....................................................................................................................................... 24
B.4 Wheel sensor .................................................................................................................................................. 24
Annex C (informative) Example of balise mounting system ...................................................................... 2 5
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57 /EC ........................................................................................ 26
Bibliography ................................................................................................................................................................. 31

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European foreword

This document (EN 16432-1:2017) has been prepared by Technical Committee CEN/TC 256 "Railway
applications", the secretariat ofwhich is held by OIN.

This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by January 2018, and conflicting national standards shall
be withdrawn at the latest by January 2018.

Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or ail such patent rights.

This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive(s).

For relationship with EU Directive(s), see informative Annex ZA, which is an integral part of this
document.

This European Standard is one of the series EN 16432 "Railway applications- Ballastless track systems"
as listed below:

Part 1: General requirements;

Part 2: System design, subsystems and components;

Part 3: Acceptance (under preparation).

According to the CEN-CENELEC Internai Regulations, the national standards organizations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.

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Introduction

This European Standard is intended to be used by customers, designers and specifiers of ballastless
track systems as well as for reference and development by suppliers and construction contractors.
The content and relationship between part 1, 2 and 3 are shown in Figure 1.
This part of the series EN 16432 covers the general requirements for ballastless track systems.

Part 1 Part 2
General Requirements System Design, Subsystems
and Components

5
Externat Actions

5.1 5.2 5.3

Railway Sub- Environ-
traffic structure mental i'
loading Actions

t ..

Subsystem
6 Design

System
Requirements
- Ballastless Track System
(Rails, Rail Fastenings,
Slabs, Switches and
Crossings, others)

Part 3
Acceptance

Figure 1 - Structure ofEN 16432-1, EN 16432-2 and EN 16432-3

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1 Scope
This European Standard defines the general requirements concerning the design of ballastless track
systems.
It does not include any requirements for inspecting, maintaining, repairing and replacing ballastless
track systems during operation.
This European Standard is applicable to ail railway applications up to 250 kN axle Joad.
The requirements of this standard apply to:
plain line track, switches and crossings and rail expansion joints;

various substructures like embankments and cuttings, tunnels, bridges or similar, with or without
floating slabs;

transitions between different substructures;

transitions between different ballastless track systems;

transitions between ballasted and ballastless track systems.

NOTE Requirements for characterization of the substructures listed above are included in this standard.
Design of the substructures is covered by other European Standards, e.g. EN 1992-2, EN 1997-1, etc ..

2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 1991-2:2003, Eurocode 1: Actions on structures - Part 2: Traffic loads on bridges

EN 1997-1, Eurocode 7: Geotechnical design - Part 1: General ru/es

EN 50122 (series), Railway applications- Fixed installations- Electrical safety, earthing and the return
circuit

EN 13481-5, Railway applications - Track - Performance requirements for fastening systems - Part 5:
Fastening systems for slab track with rail on the surface or rail embedded in a chan ne!

EN 13848-5, Railway applications - Track - Track geometry quality - Part 5: Geometric quality levels -
Plain fine

EN 13848-6, Railway applications - Track - Track geometry quality - Part 6: Characterisation of track
geometry quality

EN 14363, Railway applications - Testing and Simulation for the acceptance of running characteristics of
railway vehicles - Running Behaviour and stationary tests

EN 15273-3, Railway applications - Gouges - Part 3: Structure gauges

EN 15528, Railway applications - Line categories for managing the interface hetween load limits of
vehicles and infrastructure

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EN 16207, Railway applications - Bra king - Functional and performance criteria of Magnetic Track Brake
systems for use in rai!way rolling stock

3 Terms and definitions

For the purposes of this document, the following terms and definitions apply.
3.1
design life
assumed period for which a ballastless track system, or part of it, is to be used for its intended purpose
with planned maintenance but without major repair

3.2
Electromagnetic Compatibility
EMC
ability of equipment or system to function satisfactorily in its electromagnetic environment without
introducing intolerable electromagnetic disturbances to anything in that environment

3.3
floating slab
track system where a designed elasticity is introduced between the ballastless track system and
substructure

EXAMPLE For vibration mitigation.

3.4
substructure
earthworks (embankment, cutting or at-grade) or bridges (or similar civil structures) or tunnel floor
that lie below the ballastless track system

3.5
static action
action that does not cause significant acceleration of the structure or structural members

3.6
quasi-static action
dynamic action represented by an equivalent static action in a static mode!

3.7
dynamic action
action that causes significant acceleration of the structure or structural members

3.8
exceptional load
infrequent Joad which exceeds the limit for the relevant operational conditions

3.9
track stability
resistance of the track to buckling

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4 Abbreviations
For the purposes ofthis document, the following abbreviations apply.

CWR Continuous Welded Rail

EMC Electromagnetic Compatibility

UV Ultra Violet (radiation)

ECB Eddy Current Brake

5 External actions
5.1 Railway traffic loading
5.1.1 General

The main function of the track is to safely guide the vehicle and to distribute the loads through the
ballastless track system to the substructure. The ballastless track system shall carry the loads from the
railway traffic over the design life within the specified operational and safety limits.
Loads are generated by:
static or quasi static actions;

dynamic actions;

exceptional actions.

Other loads associated with construction, maintenance and emergency access shall be considered as
necessary. 5.1 of this standard describes the requirements of railway traffic by vehicles that run on the
rails of the ballastless track system.
NOTE Other vehicl es that run during construction, maintenance or during an emergency or at level crossings
on the track surface beside the rails are not in the scope of this standard.

5.1.2 Vertical loads

5.1.2.1 General

If no specific information is available regarding the vertical loading then Joad mode! 71 shall be applied
as static vertical Joad for railway traffic to design the rail supporting structure. If specified, the
ballastless track system may also be designed for vertical loads which are of short duration or are
applied only infrequently during the design life according to the line category. Also models representing
real vehicles may be used.
5.1.2.2 Load model 71

The rail traffic covered by Joad mode! 71 according to EN 1991-2:2003, 6.3 .2, represents ail types of
vehicles and European standard railway traffic up to 250 kN axle load.
5.1.2.3 Load model according to line category

If specified by the customer, vertical Joad models according to the line categories in EN 15528 shall be
applied for the design of the ballastless track system.

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5.1.2.4 Real vehicle model

If specified by the customer, a real vehicle Joad mode) representing the conditions of traffic operation
for the line (e.g. for specially dedicated rolling stock running on self-contained railways with uniform
traffic and limited variation in vehicle type over the design life) shall be used for the design of the
ballastless track system.
5.1.2.5 Additional vertical loads

Vertical static loads act unequally on the inner and outer rails due to centrifugai effects in curves or
non-uniform load distribution. Such effects shall be determined on the basis of the applied vehicle
model, taking into account of track alignment parameters such as cant and cant deficiency.
If track alignment parameters are not specified, the Joad distribution between inner and outer wheel
shall be a maximum of± 25 %, equivalent to factor kq =1,25 (±20 % equivalent to factor kq =1,20 if
tilting vehicles are excluded).
NOTE 1 kq is the factor to increase the static wheel loads by additional vertical Joad (additional quasi static
wheel load acting on outside rail along curves).

NOTE 2 For more information, see EN 16432-2:2017, Annex A.

5.1.2.6 Dynamic vertical loads

Dynamic vertical loads are dependent on vehicle speed, the condition of the vehicle and of the track
quality, see EN 13848-5 and EN 13848-6.
The dynamic vertical Joad is obtained from multiplication of the static Joad from the applied Joad mode)
and the factor, e.g. kct x Joad mode) 71.
Unless otherwise specified a factor of kct = 1,5 shall be applied to ail static and quasi-static loads, see
5.1.2.2, 5.1.2.3 and 5.1.2.4.
NOTE 2 The factor 1,5 is set also according to the maximum safety limit of 5,0 m/s 2 vertical car body
acceleration ofEN 14363.

Alternative models to determine the dynamic loads or the dynamic factor kct are:
track quality characterized by normal distribution using deviation from the intended vertical
profile of the loaded rail within the following limits:

a) coefficient of variation should be limited to 10 %;

b) confidence level 99, 7 % unless otherwise specified;

Power Spectral Density (PSD) function describing vehicle response (e.g. by Multi-Body-Simulation)
according to specified limits;

other models describing vehicle-track-substructure interaction in combination with acceptance

criteria.

5.1.2.7 Exceptional vertical loads

Exceptional loads shall be checked taking into account the low frequency of occurrence.

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5.1.3 Lateral loads

5.1.3.1 General

Lateral loads always act in combination with the corresponding vertical loads, see 5.1.2.
5.1.3.2 Static and quasi static train guiding loads

Unless otherwise specified a sum of lateral guidance forces (including centrifugai forces) according to
the safety limitL Ymax,lim ofEN 14363 shall be applied.
(1)

where

YJ is the sum oflateral guidance forces acting on the rail head in kN;

kl is 1,0 for al! kinds of vehicle on ballastless track;

Q is the vertical static wheel Joad in kN.

If specified by the customer alternative models to determine the static and quasi-static lateral loads
shall be applied.
5.1.3.3 Exceptional lateral loads

The exceptional lateral Joad shall be able to be resisted by the track system at any point. It should not be
used in addition to the quasi-static lateral Joad.
The exceptional lateral load shall be taken as YJs = 1,2 x Q according to EN 14363 acting on a single
wheel.
5.1.4 Longitudinal loads

5.1.4.1 Braking and acceleration

Longitudinal loads caused by braking and acceleration shall be considered equivalent to the force
generated by at least 2,5 m/s 2 in combination with the corresponding vertical loads. If specified by the
customer higher accelerations shall be considered according to EN 1991-2:2003, 6.5.3.
5.1.4.2 Eddy current braking

Where applicable, effects due to eddy current braking shall be considered. Effects of eddy current
braking systems, if used for regular service braking are dependent on the activated brake force and the
sequence of trains. Effects activated by emergency braking are significantly higher and should be
handled as exceptional loading, according to 5.1.2.7 and 5.1.4.3 for magnetic rail brakes. The effects of
eddy current brake systems in terms of operational track loading are:
a vertical attraction force between the brake and ferromagnetic components of the ballastless track
system and track equipment;

a) maximum vertical attraction force activated by magnets shall be determined and specified from
the rolling stock The attraction force interferes with movable track components,
e.g. turnouts-lift of tongue rail, and track equipment;

b) attraction forces between the braking system and the CWR are insignificant in terms of
ballastless track system loading unless the force exceeds 40 kN/bogie and per rail due to
emergency braking;

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a longitudinal rail force equal to the activated braking force;

heating of the rails:

1) this effect shall be calculated by increasing the maximum rail temperature. It shall also be
considered for the definition of the neutral rail temperature for making of continuo us welded
rails ( CWR);

2) decisive rail temperature is equivalent to overall temperature of rail cross-section not surface
temperature;

3) temperature increase by eddy current braking shall be determined based on the specified
performance of the brake set up and configuration, e.g. gap between rail and brake. lt shall also
take into account the maximum contribution of eddy current brake to operational deceleration
and sequence of trains. Unless otherwise specified the procedure according to Annex A should
be applied for the calculation of rail temperature increase by ECB;

4) alternatively the maximum allowable rail temperature increase due to eddy current braking
shall be specified. This requires a vehicle or track based rail temperature control system for
acceptance of eddy current brakes as operational braking systems.

5.1.4.3 Exceptional longitudinal loads

Magnetic track brakes are normally used as emergency braking and not operational braking systems.
Therefore thermal effects and longitudinal loads should be considered to be exceptional track loadings.
As long as the rail temperature increase by emergency braking does not exceed 6 Kelvin (K), the case is
covered by the safety margin applied for track design procedures and no further calculation is required.
In case magnetic track brakes are used as operational braking systems the requirements according to
EN 16207 shall be applied.
5.2 Substructure
5.2.1 General

This clause specifies general requirements for the ballastless track system according to the
substructure characteristics.
The required substructure characteristics are separately specified in this clause for earthworks
(cuttings, embankments or at-grade situations), bridge structures and tunnels. It also covers transitions
between these different substructure types.
5.2.2 Earthworks

5.2.2.1 General

The earthwork formation (cuttings, embankments or at-grade) which supports the ballastless track
system shall be able to transfer the vertical and horizontal loads from the ballastless track system into
the subsoil, without failure of the ground support or excessive deformation. The design of the
ballastless track system shall be compatible with the characteristics and performance of an earthwork
as specified in EN 1997 -1 .
For a ballastless track system it is necessary to limit permanent deformations (settlement or heave) as
well as elastic deformations due to variable loading. The design limits for these parameters shall be
determined for the design of the ballastless track system and to define the specification for design and
construction of the earthworks.

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During construction, appropriate tests should be undertaken to ensure achievement of the designed
deformation response to load in the track formation.
NOTE EN 1997-2 provides a range of standard tests suitable for measurement of the earthwork parameters
required for compaction, stability, bearing capacity, drainage and fro st susceptibility.

5.2.2.2 Stiffness

The stiffness of the substructure shall be defined, in order to design the ballastless track system. If
deformation modulus Evz on formation level is applied it should be at least 60 N/mm2.
5.2.2.3 Bearing capacity

The limiting stress to be applied by the ballastless track system shall be specified. Unless otherwise
specified vertical stress activated by operational rail traffic loading should not exceed 0,05 N/mm2.
5.2.2.4 Permanent deformation

A ballastless track system does not normally tolerate significant permanent deformation of the
substructure which would adversely affect the design speed or ride quality for railway traffic.
Permanent deformation Iimits, e.g. due to settlement or heave, shall be specified. It shall be ensured that
the rate of deformation will not be larger than the limit taken into account for the design for stress
induced in track structure components. Consequently it is essential that any deformation of the
substructure is nearly completed before installation ofballastless track system starts.
5.2.2.5 Ground freezing and thawing

The performance of the substructure due to ground freeze/thaw cycle shall not adversely impact the
performance of the ballastless track system, the design speed and the ride quality of railway traffic.
5.2.3 Bridges

5.2.3.1 General

Bridges and ballastless track systems have an influence on each other. Therefore the interaction
between them shall be taken into account in the integrated design.
NOTE Guidance on the combined response of structure and track to variable actions is provided in EN 1991-
2:2003, 6.5.4.

An integrated bridge/track design should be executed, where appropriate. However, if the bridge and
the track are designed separately, the required characteristics of the ballastless track system shall be
verified as compatible with the bridge design. If compatibility is demonstrated, no additional checks on
the bridge design are required. If compatibility is not demonstrated then design of the ballastless track
system or the bridge design shall be adjusted to achieve compatibility.
Provisions shall be made for rail seat uplift forces due to deformation of the bridge, in particular due to
deck end rotations.
5.2.3.2 Long term bridge deformation

Provisions for long term deformation (singular or repetitive) of the bridge deck after installation of the
ballastless track system (e.g. permanent Joad, seasonal temperature deformation and creep and
shrinkage effects) shall be included in the design of the ballastless track system in case deformationf
relating to deformation length L exceedsf/ L = 1/5 000.

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5.2.3.3 Bridge movements due to loading/actions on the bridge

Provision shall be made for actions due to railway traffic and environmental load effects on the bridge
and their effect on design of the ballastless track system in the following cases:
if angle of rotation of the adjacent bridge decks at intermediate supports exceeds 1/1 000 or
exceeds 2/1 000 at end supports;

if there are significant differential lateral movements between adjacent bridge decks at piers and
between bridge deck and abutment. The calculation of movements shall take into account the
condition of the bearings (e.g. internai play and deformation of the bearing);

if there are significant differential vertical bridge deflections at bridge joints;

for ballastless track system using prefabricated elements supported by pavement (e.g. sleepers on
asphalt) if deflection by traffic loading exceeds f / L = 1/10 600 for double track,f / L = 1/6 400 for
single track.

5.2.4 Tunnels

5.2.4.1 General

The installation of ballastless track systems in tunnels is usually based on considerations regarding the
available cross-sectional area of the tunnel, operational safety requirements and track maintenance.
5.2.4.2 Aerodynamics

Ballastless track system design should not adversely influence the aerodynamic effects from or on
trains passing through the tunnel including the tunnel entrance and exit according to
EN 14067-5:2006+A1:2010, C.3.
5.2.4.3 Tunnel construction joints

Predicted values for differential movement between adjacent tunnel segments shall be determined as
input parameters for the design of ballastless track systems. Consideration shall be given to differential
movement due to temperature and shrinkage effects.
NOTE Significant differential vertical movements do not generally occur as shear connectors are usually
provided between adjacent tunnel segments.

5.2.5 Transitions

Transitions between earthworks, bridges and tunnels shall ensure a graduai transition with respect to
track geometry and track stiffness.
The ballastless track system shall be designed to take account of long-term variation in track geometry
due to settlement and the variation in stiffness of the substructure. Capability for adjustment of the
track geometry to minimize the dynamic response of the vehicles shall be provided.
The length of the transition zone will depend on the design speed for the line and the differences in the
settlement and stiffness characteristics of the adjacent structure and substructure. Provisions shall
therefore be made to limit differential settlement at transitions between railway bridges and
earthworks to a level that is compatible with the operational requirements.

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5.3 Environmental actions

5.3.1 General

The ballastless track system shall continue to function as intended when subjected to relevant and
representative environmental conditions. These conditions are divided into representative physical and
chemical actions.
This subclause defines the requirements for ballastless track system subject to environmental actions
and man-made effects acting on the system due to:
water including snow and ice;

temperature;

earthquake;

ultraviolet radiation;

chemical exposure;

UV-exposure and pollution.

5.3.2 Water

Exposure to water shall be considered over the design life of the ballastless track system. In the design
phase the following conditions of exposure to water shall be considered:
rain water, tunnel leakage water, ground water, (melting) snow, ice and hail, air humidity;

pressurized water, either ground water or flood water;

repetitive freezing and thawing of water;

water in the event of a fire being extinguished.

For water containing dissolved chemical substances, e.g. sait, metals, oxides, see 5.3.5.
For the influence of water on the electromagnetic compatibility, see 6.9.6.
The ballastless track system shall have a drainage system with sufficient capacity, strength and stability
to resist ground water pressure, which permits rapid removal of surplus water and which is easy to
main tain.
The ballastless track system shall have sufficient capacity to cape with snow and to provide access for
equipment to remove snow, e.g. snow ploughs.
Requirements for the substructure drainage system shall be compatible with the drainage system for
the ballastless track system.
If ground water pressure occurs at the interface between the substructure and the ballastless track
system, the effects of water shall be taken into account in the design.
5.3.3 Temperature

Exposure to temperature and variation in temperature shall be considered over the design life of the
ballastless track system. In the design phase various aspects of exposure to temperature shall be
considered.
The following items shall be considered:

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exposure to air temperature and the effect of solar radiation;

effects of temperature gradients during the heating and cooling cycles;

effects of differential temperature;

thermal effects due to the operation of rolling stock loading, e.g. Eddy-current braking, according to
5.1.4.2;

thermal effects due to installation and maintenance works;

effects oftemperature exposure on the substructure and any floating slab, according to 5.2.

The ballastless track system shall be able to perform its design function, whilst remaining safe and
durable, within the operational temperature range specified by the customer.
Thermal effects during installation, maintenance and operation shall be considered.
Particular attention should be paid ta temperature effects contributing to horizontal and vertical
movements, interaction with the substructure and interaction with other track systems such as
ballasted track and floating slab.
5.3.4 Earthquake

The earthquake sensitivity of the substructure shall be considered, where relevant, over the design life
of the ballastless track system.
Requirements for design of the ballastless track system ta resist earthquakes should be defined on the
basis of requirements in EN 1990 and EN 1998-1.
5.3.5 Chemical exposure, UV exposure and pollution

Exposure ta chemicals, ultraviolet light and pollution shall be considered over the design life of the
ballastless track system. The design phase shall consider exposure ta the following:
chemicals in ground water (natural or due ta Jeaching);

chemicals in rain water and air, e.g. industrial air pollution or saline;

UV and/or ozone;

chemicals from rolling stock and transported by rolling stock;

chemicals used on or near the track, e.g. de-icing fluids;

chemicals used in track devices, e.g. lubrication and/or grease.

The risks of exposure to chemicals shall be considered in the design, construction and maintenance of
the ballastless track system including options for mitigation of risk.

6 System requirements
6.1 Track design geometry

The track shall provide accurate and durable geometry.

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Stricter limits may be specified for ballastless track systems compared to ballasted track systems. These
are achievable using modern installation methods and provide advantages in design, see 5.1.2.6,
robustness, noise, maintenance intervals and ride quality for example.
NOTE The requirements for quality of the track geometry during operation are set out in EN 13848-6. Safety
limits for each parameter are set out in EN 13848-5. Characterization of track geometry quality is defined in
EN 13848-1.

6.2 Track stability

The track shall be designed to provide resistance to buckling as a result of longitudinal forces in the
track structure particularly due to thermal actions.
It should be demonstrated by calculation, including moment of inertia of the ballastless track system,
normally with the use of fixations between subsystems according to EN 16432-2:2017, 6.5.
Alternatively the minimum longitudinal and lateral resistance of the track shall be specified.
6.3 Structure gauge

Design of the surface profile for the ballastless track system shall comply with EN 15273-3.
6.4 Design life

Ballastless track systems should have a design life of at least 50 years unless otherwise specified.
Subsystems and components which are subject to a shorter design life due to wear or fatigue, e.g. rails,
shall include provision for replacement.
6.5 Maintainability

The requirements for maintenance of the ballastless track system shall be considered during the design
phase. This shall include inspection, repair and replacement of components, subsystems, or the entire
ballastless track system as well as most common maintenance activities, e.g. CWR stressing, rail defects,
track geometry adjustment, grinding.
6.6 Sustainability

Sustainability of the ballastless track system primarily concerns the ecological impact.
Major parameters in ecological performance are:
energy consumption;

C02 emission;

recycle-ability;

ecological impact, e.g. aesthetics and environment.

Where required, assessment of sustainability performance shall be undertaken.

6.7 Noise and vibration

Environmental noise or vibration requirements may be applicable. To meet noise requirements

particular characteristics for noise contrai may be incorporated in the ballastless track system.
Vibration requirements may necessitate adjustment of structural properties of the track system to fulfil
the performance specified. The track stiffness may therefore be governed by the vibration
requirements.

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6.8 Derailment

The design of the ballastless track system shall consider the effects of actions due to the wheels of a
derailed vehicle and the likelihood and consequences of tipping of a derailed train. The need for
derailment protection measures should be considered, taking into account the significance of the
consequences of derailment at a specific location, as well as likelihood of occurrence.
6.9 Electrical interfaces
6.9.1 General

This subclause describes generic requirements for the ballastless track system with respect to electrical
and mechanical interfaces with:
traction power supply systems;

signalling systems;

other track equipment.

6.9.2 Rail-to-rail electric insulation

Both the traction power supply system and the signalling system have requirements for the rail-to-rail
insulation. Therefore, a minimum rail-to-rail insulation shall be provided. These requirements are
expressed in terms of the resistance of fastening systems in kfl. The value is multiplied by the distance
between fastening systems or by the sample length to get a resistance rail-to-rail per track length in
fl·km.
6.9.3 Electrical interfaces with traction power supply systems

For electrified railways the running rails are part of the return circuit, except in special cases. The
structural and electrical properties of the ballastless track system shall be coordinated with the
requirements regarding electrical safety, earthing, bonding and the return circuit as defined in the
EN 50122 series.
Items which require attention include:
insulation of the rails from the structures and earth;

risks from arcing and other kinds of unintended electrical contact between live conductors and the
reinforcement of concrete structures;

provision of ducts for cables and space for the electrical connections to the rails;

longitudinal resistance of the running rails, which is significant for railways electrified with direct
current. lt is the result of the cross-sectional area of a rail and the type of the steel.

NOTE 1 The electrical design of the return circuit and its earthing installations is needed in order to complete
the design of the ballastless track system installation.

NOTE 2 Additional elcctrical requirements arise from the needs of the signalling system, see 6.9.4., 6.9.5 and
6.9.6.

Conductor rail installations shall comply with EN 50122-1. Particular attention shall be given to:
- risk of electric shock by direct contact between persans and live conductor rails;

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method for fixing the conductor rail insulators to the track mm1m1zmg the probability that
extraneous items such as conductive rubbish would connect the conductor rails to conductive parts
of the track.

6.9.4 Electrical interfaces with signalling systems

The design of the ballastless track system shall consider the constraints of the signalling system.
6.9.5 Track circuit

The running rails are part of the signalling system. In order to form the track circuit, the running rails
shall have sufficient electric conductivity.
The track circuit uses the rail-ta-rail electrical insulation to detect the presence of a rail vehicle. The
principle of the detection is based on the fact that the wheelsets of the rolling stock short circuit the two
rails. Minimum rail-ta-rail insulation requirements shall be according to EN 13481-5.
6.9.6 Electromagnetic Compatibility (EMC) with signalling systems

6.9.6.1 General

The design of the ballastless track system shall consider the constraints of EMC between different
equipment, e.g. vehicle/signalling and signalling/signalling. This includes concrete construction in
which closed electrical loops of reinforcement or metal shall be avoided.
Requirements for loop-free zones and requirements for zones with restricted content of metal shall be
distinguished and agreed between signalling and track designers.
Loop-free zones can be realized by using electrical insulation between crossing rebars or non-ferrous
reinforcements.
Railway signal engineers provide geometrical dimensions (x, y, z) in which either loop-free
reinforcement or material with restricted content of metal is required in order to contrai the impact of
electromagnetic interference. These dimensions should be as small as possible to limit the structural
implications.
6.9.6.2 Track circuit bond

The attenuation of the audio frequency alternating current of the track circuit due to reinforcement
loops shall be limited. Geometrical dimensions (x, y, z) for loop-free zones are specified by the railway
signal engineer, see B.1.
6.9.6.3 Detection loop or transmission loop

The attenuation of the alternating electrical signal of detection- or transmission loops due to
reinforcement loops shall be limited. Geometrical dimensions (x, y, z) for loop-free zones of
reinforcement are specified by the railway signal engineer, see B.2.
6.9.6.4 Discrete electrical components

The attenuation of the electromagnetic field of discrete electrical components, e.g. balise (Eurobalise),
wheel sensor, axle counting heads, track magnets etc. shall be limited. Geometrical dimensions (x, y, z)
for zones with restricted content of metal are specified by the railway signal engineer, see B.3 and 8.4.
6.10 Fixing of equipment

The design of the ballastless track system shall incorporate ail equipment where required, e.g. loops,
balises, axle counters, track circuits, noise absorbing panels, level crossings, guard rails, check rails and
their connections to the track. Local changes in the track cross-section shall be accommodated in the

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track design. If geometric dimensions (x, y, z) ofmounting systems for track equipment are specified the
design of the ballastless track system shall take this into account.
EXAMPLE A mounting system for balises is shown in Figure C.1.

Ali loads arising from fixing of equipment shall be taken into account, e.g. balises, earthing equipment.
Loads applied to guard rails and check rails shall be considered as well as aerodynamic effects acting on
other ballastless track equipment.

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AnnexA
(informative)

Rail temperature increase by using eddy current brake

A.1 Determination of rail temperature increase using chart Figure A.1

The braking force activated by the eddy current brake depends on train weight and contribution, e.g.
0,3 m/s 2, of the eddy current brake to the overall train deceleration, e.g. for ICE 3 operational Eddy
current brake force 90 kN. The temperature increase is determined by Figure A.1 using the activated
eddy current brake force and the sequence of trains t. Unless otherwise specified train sequence should
be 10 min and rail temperature increase derived from Figure A.1 should be multiplied with a safety
factor 1,15 to caver wear and other effects.
y

50 100 150 X
Key
X braking force per train and rail [kN]
Y rail temperature increase t..T [K]

Figure A.1- Rail temperature increase

A.2 Determination of rail temperature increase using functions of rail heating

and cooling
A.2.1 General

The increase of rail temperature by eddy current brake is calculated in function of the two following
rules and of the selected scenario (Eddy current braking force and time between two trains).

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A.2.2 Heating of the rail

It is considered that ail the force of braking of the eddy current brake is dissipated in heat in the rail
such as:
F = c x fi x or (A.1)

where

F is the braking force (by length of rail) in kN;

µ is the mass of the rail per unit oflength in kg m-1;

C is the heat capacity of rail steel in kJ x kg-1 K-1 the value used is C = 0,460 kJ x kg-1 K-1;
ôT is the heating variation of the rail in K.

For the rail 60E1 the characteristic value is ôT/F =0,0360 K/kN.
A.2.3 Cooling of the rail

For the rule of cooling of the rail the following equation applies:
oTn =oTn-l x z-t/r (A.2)

where

is the initial heating of the rail in K;

T is the reference time, e.g. 2 4 7 6 in s for rail profile 60 kg/m;
t is the time between two trains in s;
n is the number of trains that have passed.
A.2.4 Example of calculation

Hypothesis:
F= 180 kN the braking force (by length of rail) in kN;
t =1 620 s (27 min) time between two trains in s.
Rail 60El ôT /F= 0,0360 K/kN
r 2 476 s reference time for rail profile 60 kg/m
Calculation:
Just after the lst train,
oT1 = oT = 0,0363x F = 6,48K

After 27 min (1 620s) and just after the 2nd train,

ôT2 =or+ ( oT1 ) x z-t/r = 10,60 K ( oT2 = 6, 48 + 6, 48 x z- 1620 12476 )

After 27 min (1 620 s) and just after the 3rd train,

ôT3 = oT + ( c5Tz) X Z- 1/ r = 13, 21 K (â'/'3 = 6, 48 + 10, 60 X z- 162012476 )

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After 27 min (1620 s) and just after the 4th train,

oT4 = oT + (ôr3 ) X z-t/r = 14' 88 K (ôr4 = 6 , 48 + 13 , 21 X z- 162012476 )

etc.
After 27 min (1 620 s) and just after the 18th train,

r5T18 =c5T+(r5T17 )xz-t/r =17,77K (r5r18 =6,48+17,76xZ- 162012476 )

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AnnexB
(informative)

Examples of loop-free and zones with limited metal content to ensure EMC

B.1 Track circuit bond

The loop-free space around a track circuit bondis shown in Figure B.1.

z~Y y

Key
1 Track circuit bond

Figure B.1 - Track circuit bond

B.2 Detection loop or transmission loop

The loop-free space around a detection- or transmission loop is shown in Figure B.2

z~Y y

Key
1 detection loop or transmission loop

Figure B.2 - Detection loop or transmission loop

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B.3 Balise (Eurobalise)

The required space with limited content of ferrous or magnetic material 1 underneath the balise
(Euro balise) is limited to singular zones, see Figure B.3.

ZL:y

Key
1 balise (euro balise)

Figure B.3 - Balise (Eurobalise)

B.4 Wheel sensor

The required space with limited content of metal underneath the wheel sensor is limited to singular
zones, see Figure B.4.

Key
1 wheel sensor

Figure B.4 - Wheel sensor

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Annexe
(informative)

Example of balise mounting system

Key
1 balise

Figure C.1- Balise on track mounting system

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AnnexZA
(informative)

Relationship between this European Standard and the Essential

Requirements of EU Directive 2008/57 /EC

This European Standard has been prepared under a mandate given to CEN by the European
Commission and the European Free Tracte Association to provide a means of conforming to Essential
Requirements of the Directive 2008/57 /EC.1) Once this standard is cited in the Official Journal of the
European Union under that Directive and has been implemented as a national standard in at least one
Member State, compliance with the clauses of this standard given in Table ZA.1 to ZA.5 confers, within
the limits of the scope of this standard, a presumption of conformity with the corresponding Essential
Requirements of that Directive and associated EFT A regulations.
Table ZA.1- Correspondence between this European Standard, the Commission Regulation
N° 1299 /2014of18 November 2014 on the technical specifications for interoperability relating
to the 'infrastructure' subsystem of the rail system in the European Union (published in the
Official Journal L 356, 12.12.2014, p.1), and Directive 2008/57 /EC

Clause(s)/
Corresponding
sub
text, articles/§/
clause(s) Chapter/§/annexes of the
annexes of the Comments
ofthis TSI
Directive
European
2008/57/EC
Standard
The whole 4. Description of the Annex III, According to section 5.1 of the TSI !NF
standard is infrastructure subsystem Essential ballastless track or components of
1
applicable 4.2. Functional and technical requirements ballastless track cannot be considered
specifications of subsystem 1 General as interoperability constituents.
4.2.3. Line layout requirements Ballastless track can be considered as
4.2.4. Track parameters 1.1 Safety part of the subsystem infrastructure if
Clauses 1.1.1, it responds to the requirements of
4.2.5. Switches and crossings
1.1.2, 1.1.3, section 4 and 6 of the TSI INF.
4.2.6. Track resistance to
1.1.4 Not ail existing or missing
applied loads
requirements of section 4 and 6 of the
4.2.7. Structure resistance to 1.5 Technical
TSI JNF can be applicable on
traffic loads compatibility
ballastless track. ln this case the
4.2.8. Immediate action limits 1.4. Commission shall be advised.
on track geometry defects Environmental
Ifballastless track doesn't conform to
protection
section 4 and 6 of the TSI INF, it shall
Clauses 1.4.1 to be considered as an innovative
1.4.5 solution according to Art. 10 and§ 4.1
(4) of the TSI INF.

l) This Directive 2008/57 /EC adopted on 17th June 2008 is a recast of the previous Directives 96/48/EC
'lntcroperability of the trans-European high-speed rail system' and 2001/16/EC 'lnteroperability of the trans-
European conventional rail system' and revisions thereof by 2004/50/EC 'Corrigendum to Directive 2004/50/EC
of the European Parliament and of the Council of 29 April 2004 amending Council Directive 96/48/EC on the
interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European
Parliament and of the Council on the interoperability of the trans-Europ ean conventional rail system'

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Table ZA.2 - Correspondence between this European Standard, the Commission Regulation
No 1302/2014of18 November 2014 concerning a technical specification for interoperability
relating to the 'rolling stock - locomotives and passenger rolling stock' subsystem of the rail
system in the European Union (published in the Official Journal L 356, 12.12.2014, p.228), and
Directive 2008/57 /EC

Corresponding
Clause(s)/ sub
text,
clause(s) ofthis
Chapter/§/annexes of the TSI articles/§/annexes Comments
European
of the Directive
Standard
2008/57/EC
5 External action 4. Description of the rolling stock Annex III, Essential
5.1 Railway traffic subsystem requirements
loading 4.2. Functional and technical 1 General
5.2 Substructure specifications of subsystem requirements
5.2.2 Earthworks 4.2.2. Structure and mechanical parts 1.1.Safety
5.2.3 Bridges 4.2 .2.10. Load conditions and weighed Clauses 1.1.1, 1.1.2,
mass 1.1.3, 1.1.4
6 System
requirements 4.2 .3. Track interaction and gauging 1.5 Technical
4.2.3 .1 Gauging compatibility
6.1 Track
geometry 4.2.3.2. Axle Joad and wheel Joad 1.4. Environmental
protection
6.3 Structure 4.2.3.2.1. Axle Joad parameter
gauge Clauses 1.4.1 to 1.4.5
4.2.3.4. Rolling stock dynamic
behaviour 2.Requirements
specific to each
4.2.3.4.2. Running dynamic behaviour
subsystem
4.2.3.4.2.1. Limit values for running
2.4 Rolling stock
safety
Clause 2.4. 1. Safety
4.2 .3.4.2.2. Track loading limit values
§3 and 4
4.2.3 .5. Running gear
4.2.3.5.2. Wheel sets
4.2.3.5.2.1. Mechanical and geometric
characteristics ofwheel sets
4.2.4. Braking
4.2.4.5. Braking performance.

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Table ZA.3 - Correspondence between this European Standard, the draft Commission
Regulation concerning the technical specification for interoperability relating to the 'rolling
stock - freight wagons' subsystem of the rail system in the European Union and repealing
Commission Decision 2006/861/EC (version EN 03 dated 27 /06/2012 as voted by RISC 64), and
Directive 2008/57 /EC

Corresponding
Clause(s)/ sub text,
clause(s) ofthis articles/§/
Chapter/§/annexes of the TSI Comments
European annexes of the
Standard Directive
2008/57/EC
5 External action 4.Characterization of the subsystem Annex III,
5.1 Railway traffic 4.2. Functional and technical specifications Essential
loading of the subsystem requirements
5.2 Substructure 4.2.3 Gauging and track interaction 1 General
requirements
5.2.2 Earthworks 4.2.3 .1 Gauging
1.1 Safety
5.2.3 Bridges 4.2 .3.2. Compatibility with Joad carrying
capacity oflines Clauses 1.1.1,
6 System
1.1.2, 1.1.3
requirements 4.2.3.5. Running safety
1.5 Technical
6.1 Track 4.2.3.5.2 Running dynamic behaviour
compatibility
geometry 4.2.3 .6. Running gear
6.3 Structure 1.4.
4.2.3.6.2. Characteristics of wheel sets Environmental
gauge
4.2.3.6.3. Characteristics of wheels protection
4.2.4 Brake Clauses 1.4.1 to
4.2 .4.3 Functional and technical 1.4.S
requirements
4.2.4.3.2. Brake performance

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Table ZA.4 - Correspondence between this European Standard, the Commission Regulation
(EU) No 1301/2014of18 November 2014 on the technical specifications for interoperability
relating to the 'energy' subsystem of the rail system in the Union (published in the Official
Journal L 356, 12.12.2014, p.179), and Directive 2008/57 /EC

Clause(s)/ sub
Corresponding text,
clause(s) ofthis Chapter/§/annexes of the
articles/§/annexes of the Comments
European TSI
Directive 2008/57 /EC
Standard
6 System 4.Characterization of the Annex III, Essential
Requirements subsystem requirements
6.9 Electrical 4.2. Functional and technical 1 General requirements
Interfaces specifications of the 1.1 Safety
subsystem
Clauses 1.1.1, 1.1.3, 1.1.4
4.2.18. Protective provisions
1.5 Technical compatibility
against electric shock
1.4. Environmental
protection
Clauses 1.4.1, 1.4.2, 1.4.3
2.Requirements specific to
each subsystem
2.2. Energy
2.2.1. Safety

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Table ZA.5 - Correspondence between this European Standard, the Commission Decision
2012/88/EU of 25 fanuary 2012 on the technical specification for interoperability relating to the
control-command and signalling subsystems of the trans-European rail system (published in the
Official Journal L 51 23.02.2012, p.1), and Directive 2008/57 /EC

Clause(s)/ sub
Corresponding text,
clause(s) ofthis Chapter/§/annexes of
articles/§/annexes of the Comments
European the TSI
Directive 2008/57 /EC
Standard
5 External action Annex III Annex III, Essential According Annex 11-G of
5.1 Railway traffic 3. The essential requirements the Commission Decision
loading requirements for the 1 General requirements of November 2012
control-command and amending
5.1.4 Longitudinal 1.1 Safety
signalling subsystems Decision 2012/88/EU of
loads Clauses 1.1.1, 1.1.3, February 2012
5.1.4.2 Eddy 3.2. Specific aspects of the
1.5 Technical compatibility electromagnetic
current brake Control-Command and
Signalling Subsystems 2.Requirements specific to interferences and use of
6 System each subsystem magnetic/ eddy current
Requirements 3.2.5. Technical brakes remain open
Compatibility 2.3 Control-Command and
6.9 Electrical points
Signalling
Interfaces 3.2.5.1.Engineering
compati bili ty 2.3.1. Safety
6.9.6
3.2.5.1.2.Railway internai 2.3.2 . Technical
Electromagnetic
electromagnetic Compatibility
Compatibility
(EMC) with compatibility
signalling systems 4. Characterization of the
subsystems
4.2. Functional and
technical specifications of
the Subsystems
4.2.11. Electromagnetic
Compatibility between
Rolling Stock and Contrai-
Command and Signalling
track-side equipment

WARNING - Other requirements and other EU Directives may be applicable to the product(s) falling
within the scope of this standard.

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Bibliography

[1] EN 1992-2, Eurocode 2 - Design of concrete structures - Concrete bridges - Design and detailing
ru les

[2] EN 1993-1-1, Eurocode 3: Design of steel structures - Part 1-1: General ru les and rules for buildings

[3] EN 1994-1-1, Eurocode 4: Design of composite steel and concrete structures - Part 1-1: Gene rai
ru/es and ru/es for buildings

[4] EN 13848-1, Railway applications - Track - Track geometry quality - Part 1: Characterisation of
track geometry

[5] EN 50162, Protection against corrosion by stray current /rom direct current systems

[6] EN 13232-8, Railway applications - Track - Switches and crossings - Part 8: Expansion devices

[7] EN 15313:2016, Railway applications - ln-service wheelset operation requirements - ln-service and
off-vehicle wheelset maintenance

[8] ISO 1483 7-1, Mechanical vibration - Ground-borne noise and vibration arising /rom rail
systems - Part 1: General guidance

[9] prEN 16432-3, Railway applications - Ballastless track systems - Part 3: Acceptance

[10] EN 16432-2, Railway applications - Ballastless track systems - Part 2: System design, subsystems
and components

[11] EN 1406 7-5:2006+A1:2010, Railway applications -Aerodynamics - Part 5: Requirements and test
procedures for aerodynamics in tunnels

[12] EN 1997-2, Eurocode 7 - Geotechnical design - Part 2: Ground investigation and testing

[13] EN 1990, Eurocode - Basis of structural design

[14] EN 1998-1, Eurocode 8: Design of structures for earthquake resistance - Part 1: General ru/es,
seismic actions and ru les for buildings

31