Concrete Slab Track

8
Part 27
Concrete Slab Track
8
— 2011 —
TABLE OF CONTENTS
Section/Article Description Page
27.1 Scope and Notations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3

27.1.1 Scope (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3
27.1.2 Notations (2011). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3
27.2 Application and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3

27.2.1 Application (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3 1
27.2.2 Definitions (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-5
27.3 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-6

27.3.1 Introduction (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-6
27.3.2 Loading Conditions (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-7
3
27.4 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-7
27.4.1 General (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-7
27.4.2 Subgrade (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-7
27.4.3 Stabilized Subbase (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-8
27.4.4 Concrete Slab (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-8
27.4.5 Metal Reinforcement (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-8
27.5 Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-8

27.5.1 Design Considerations (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-8
27.5.2 Subgrade (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-9
27.5.3 Subbase (1999). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-9
27.5.4 Continuously Reinforced Concrete Slab (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-9
27.5.5 Drainage (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-9
27.6 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-10

27.6.1 Subgrade (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-10
27.6.2 Subbase (1999). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-10
27.6.3 Construction Methods (2011). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-10
27.6.4 Reinforcement Placement (1999). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-10
27.6.5 Concrete Placement (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-11
27.6.6 Curing (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-11
27.6.7 Construction Joints (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-11
27.6.8 Installation of Fastener Inserts (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-11
© 2017, American Railway Engineering and Maintenance-of-Way Association

8-27-1
Concrete Structures and Foundations
TABLE OF CONTENTS (CONT)
Section/Article Description Page
27.6.9 Testing Anchor Inserts (2011). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-13

27.6.10 Placement of Rail Fasteners (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-14
27.6.11 Installation of Running Rail (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-14
27.7 Direct Fixation Fastening System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-14

27.7.1 Rail Fastening Requirements (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-14
27.7.2 Types of Rail Fasteners (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-15
27.7.3 Design Features (2011). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-16
27.7.4 Laboratory Testing of Fasteners for Acceptance (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-16
27.8 Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-16

27.8.1 Transition Areas (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-16
27.8.2 Treatment at Slab Ends (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-17
27.8.3 Continuity of Slab Track Over Bridge Deck (1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-19
27.8.4 Modification of Existing Tunnel Concrete Invert to Slab Track (1999) . . . . . . . . . . . . . . . . . . . . . 8-27-19
27.8.5 New Tunnel - Slab Track (2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-20
Commentary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-24
LIST OF FIGURES
Figure Description Page
8-27-1 Continuously Reinforced Concrete Slab Track System (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-4

8-27-2 Fastener Insert Attachment to the Slab Track (Typical). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-12
8-27-3 Restrained Test (Not to Scale) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-13
8-27-4 A Typical Direct Fixation Fastener Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-15
8-27-5 Detail for Termination of Slab Track at Approach to a Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-18
8-27-6 Typical Direct Fixation Fastener System for Existing Tunnel Invert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-21
8-27-7 Single-Pour Method for New Tunnel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-22
8-27-8 New Tunnel Floating Slab Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-23
LIST OF TABLES
Table Description Page
C-8-27-1 Example of Computer Static Analysis of Concrete Slab Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-26
8-27-2 AREMA Manual for Railway Engineering

Concrete Slab Track
SECTION 27.1 SCOPE AND NOTATIONS
27.1.1 SCOPE1 (2011)
a. These recommendations for design and construction of continuously reinforced concrete slab track system provide
guidelines to railroads, rail transit systems, public agencies, consultants, contractors and other interested professionals.
A typical continuously reinforced concrete slab track system is shown in Figure 8-27-1.
27.1.2 NOTATIONS (2011)
CWR = Continuous Welded Rail
CRC = Continuously Reinforced Concrete
ks = Modulus of Subgrade Reaction, lb/in³ (N/mm³)
DFF = Direct Fixation Fastener
K = Fastener Vertical Spring Rate, lb/in (N/mm)
u = Track Modulus, lb/in/in (N/mm/mm)
SECTION 27.2 APPLICATION AND DEFINITIONS
27.2.1 APPLICATION (2011)
a. The concrete slab track system described herein is suitable for:

3
(1) At-grade guideways
(2) Existing or new embankments
(3) Existing or new tunnels 4

b. These recommendations state minimum performance requirements and are applicable for both moderate rolling stock
speed up to 125 mph (200 km/h) and high speed over 125 mph (200 km/h), low axle loads (light rail transit, rail transit
system), medium axle loads (commuter rail-electric or diesel system) and heavy axle loads (freight).
c. Other types of concrete2 slab tracks which have been used but are not addressed in these recommendations include:
(1) Cast-In-Place Unreinforced or Conventionally Reinforced
(2) Cast-In-Place Post-Tensioned
(3) Precast Reinforced
1
See Commentary
2
See Commentary
AREMA Manual for Railway Engineering 8-27-3

Figure 8-27-1. Continuously Reinforced Concrete Slab Track System (Typical).
Concrete Slab Track
(4) Precast Reinforced
(5) Floating Slab
(6) Embedded Slab
(7) Independent Dual Block
27.2.2 DEFINITIONS (2011)
The following terms are defined for general use in Part 27.
BROKEN RAIL - The fracture of a continuous welded rail which has been directly fastened to the concrete slab.
CROSS TIE - A transverse component of a track system whose functions are the control of track gage and the
transmitting of rail loads to ballast.
CONVENTIONAL TRACK - Two rails seated on tie plates or pads fastened to ties embedded in a ballast layer.
CONCRETE SLAB TRACK SYSTEM - A continuously reinforced concrete (CRC) slab supported on a stabilized
subbase and compacted subgrade.
CONTINUOUS WELDED RAIL - Running rails that act as a continuous structural element as a result of full
penetration welding and connection of individual sections of rail in lengths of 400 feet (122 m) or longer. 1
DIRECT FIXATION FASTENING SYSTEM - A group of components of track structure which directly attaches the
rail to the concrete slab.
FLEXURAL STRENGTH - The maximum resistance to bending of a given cross section.
INSERT - A component of the fastening system which is embedded in the concrete slab. The insert may be installed 3
by presetting it in the formwork prior to placement of concrete, or inserting it in a hole either drilled, cored or formed
in the slab after concrete has hardened.
LATERAL LOAD - A load or a component of a load at the gage side of the rail parallel to the transverse axis of the
slab and perpendicular to the rail. The lateral load shall be assumed to be applied at the base of rail.
LONGITUDINAL LOAD - A load acting along the longitudinal axis of a rail. The longitudinal load shall be assumed 4
to be applied at the base of rail.
MODULUS OF SUBGRADE REACTION (ks) - The modulus of subgrade reaction (also soil "spring" constant or
coefficient of subgrade reaction) is expressed as:
ks = q/y with units of force/length³, lb/in³ (N/mm³)
where q = intensity of contact pressure, psi (MPa)
y = soil deformation, in (mm)
The modulus of subgrade reaction can be obtained by performing a plate load test (ASTM D1196) and plotting a curve
of q versus y.
PRESTRESSED CONCRETE TIE - A tie utilizing precompressed concrete and prestressing tendons.

RAIL SEAT - The area of the slab surface on which the rail rests.
TRACK MODULUS (u) - is defined as:
(PY ) (EI)
4
u= 1 3
d
lb/in/in (N/mm/mm)
4 o
where,
Pd = Dynamic wheel load, lb (N)
E = Modulus of elasticity of rail steel, psi (MPa)
I = Moment of Inertia of Rail Section, in4 (mm4)
Yo = Maximum rail deflection under single wheel load, in (mm).1
VERTICAL LOAD - A load or a component of a load at right angles to a line joining the two opposite rail seats and
normal to the longitudinal axis of the rail.
SECTION 27.3 GENERAL CONSIDERATIONS
27.3.1 INTRODUCTION2 (1999)
a. In supporting and guiding railway rolling stock, the track structure shall be adequate to sustain repeated longitudinal,
vertical and lateral forces. Hence, in the design of a concrete slab track system, the concrete slab shall be considered
interconnected with other components of the track structure.
b. Items to consider in the design of the concrete slab track system are:
(1) The concrete slab, rail, fasteners, subbase and subgrade.
(2) The quality of each component, method of manufacture, installation and maintenance.
(3) The direction, magnitude and frequency of traffic induced loads, the effect of environmental factors such as
temperature and weather.
(4) The need to adequately support and safely guide railway rolling stock while sustaining repeated longitudinal,
vertical and lateral forces.
(5) Overall economics of installation and maintenance.
1
See Commentary
2
See Commentary

Concrete Slab Track
27.3.2 LOADING CONDITIONS (1999)
27.3.2.1 Load Distribution
a. A properly designed concrete slab track system shall distribute the load uniformly through a layered system of three
distinct materials: compacted subgrade (low stiffness), stabilized subbase (medium stiffness), and reinforced concrete
slab (high stiffness).
27.3.2.2 Rail, Lateral and Longitudinal Loads
a. Rail, lateral and longitudinal loads shall be as formulated in AREMA Manual Chapter 30, Part 4, Concrete Ties, and
modified as deemed appropriate by the Engineer.
27.3.2.3 Slab Dimensions1
a. The width of the slab is a function of the number of tracks, the distance between tracks, and the gage of the tracks.
Other components such as third rail for electrification may affect the width of the slab. For a single track layout with
standard gage, a minimum width dimension of 10.5 feet (3.2 m) is recommended. The thickness of the slab shall be
based on requirements stated in Article 27.5.4.
27.3.2.4 Subbase Pressure
a. The subbase pressure on stabilized asphaltic subbase shall not exceed 30 psi (0.2MPa).
1
27.3.2.5 Subgrade Pressure2
a. The subgrade pressure on well compacted subgrade shall not exceed 20 psi (0.14MPa).
27.3.2.6 Impact Factor3
a. An impact factor of 200 percent shall be used for design of continuously reinforced concrete slab track.
SECTION 27.4 MATERIALS
27.4.1 GENERAL (1999)
a. The properties and characteristics of the existing foundation conditions shall be investigated as specified in Part 22,
Geotechnical Subsurface Investigation.
27.4.2 SUBGRADE (2011)
a. The subgrade material shall preferably be cohesionless, well draining gravel-sand material. The top 24 inches (610
mm) shall be free from organic material, and be suitable to distribute the loads to stratum below. In case of
construction on either existing or new embankment, it is recommended to limit the sandy material to a 1/4 inch (6 mm)
maximum size. However, the No. 200 fines shall be limited to a maximum of 15 percent by weight to reduce
possibility of pumping action and to mitigate frost heave in cold regions.
1
See Commentary
2
See Commentary
3 See Commentary

27.4.3 STABILIZED SUBBASE (1999)
a. Stabilized subbases that have been used successfully include stabilized bituminous (asphalt). Some of the other types
of subbase materials which have been used and may be appropriate, are the following:
(1) Crushed Stone
(2) Granite Stone
(3) Lean Concrete
(4) Cement-Treated Gravel
(5) Cement-Treated Crushed Stone
(6) Expanded Polystyrene Concrete
27.4.4 CONCRETE SLAB (1999)
a. The minimum 28-day compressive strength of concrete shall be 4000 psi (28MPa) as determined by ASTM C39.
b. Cement shall be portland cement and shall meet the requirements of ASTM Specification C150. Aggregates and mix
water shall meet the requirements of Chapter 8, Part 1, Materials, Tests and Construction Requirements. Air entraining
admixtures shall be used in freeze-thaw environments. Admixtures containing chloride ions shall not be used.
c. Based on requirements of Part 1, consideration shall be given to selection of concrete ingredients and properties that
affect the durability of the concrete slab. These include alkali-aggregate reaction, freezing and thawing, air entraining
agents and other admixtures, and sulfate and adverse chemical reactions.
27.4.5 METAL REINFORCEMENT (1999)
a. Reinforcement shall meet the requirements as stipulated in Part 1, Materials, Tests and Construction Requirements.
b. When the concrete is subjected to aggressive environments, the top mat of reinforcing steel shall be provided with a
corrosion protection system.
SECTION 27.5 DESIGN
27.5.1 DESIGN CONSIDERATIONS1 (1999)
a. The design procedures shall be as per Part 2, Reinforced Concrete Design. Moreover, the design of the continuously
reinforced concrete (CRC) slab shall be based on the existing construction technology available in North America for
CRC highway and airfield pavements.
b. The design can be formulated by using the modulus of subgrade reaction (ks), and elastic theory analytical techniques.
The slab track system generally involves three distinct materials. The compacted subgrade with a low stiffness is
overlaid with a stabilized subbase followed by the CRC slab, which is a stiff structure. This will ensure that the
stresses induced by the rolling stock are minimized in the various layers, enabling the entire track system to perform
1
See Commentary

Concrete Slab Track
satisfactorily. However, in case of subgrade material being sound rock1, the subbase can be eliminated.
c. The following design considerations should be established for any concrete slab track system:
(1) Track must be structurally adequate and capable of maintaining alignment and profile.
(2) The system must be capable of being constructed efficiently and economically.
(3) A fastening assembly with the capability of allowing lateral and vertical adjustments shall be utilized.
(4) Concrete slab must have provision for attaching contact (third) rail assembly for electrification, if required or
expected in the future.
27.5.2 SUBGRADE (2011)
a. A minimum of 350 lb/in³ (0.09 N/mm³) is suggested as the modulus of subgrade reaction (ks) for subgrade, on which
the slab track is to be constructed.
27.5.3 SUBBASE2 (1999)
a. A subbase of one of the types listed in Article 27.4.3 shall be provided between the concrete slab and the finished
subgrade.
27.5.4 CONTINUOUSLY REINFORCED CONCRETE SLAB3 (2011) 1
a. The thickness of the concrete slab shall be established by considering both the fatigue effect and the static wheel load,
for 50,000 Cooper E-80 (EM-360) loadings for 50 years, or loading as deemed appropriate by the Engineer.
b. In calculating the longitudinal bending stiffness (EI) of the concrete slab about the neutral axis of the slab cross section,
the tensile strength of concrete shall be assumed to be zero. 3
c. Slab thickness shall be computed so as to be adequate and rigid enough to withstand:
(1) Bending and shear stresses produced by wheel loads (live load plus impact).
(2) Longitudinal stresses induced as a result of anchoring continuous welded rail (CWR) to the concrete slab.
4
(3) Warping stresses (temperature differential between the top and bottom of the slab).
d. Adequate reinforcement shall be provided to ensure that the cracks in concrete do not exceed 0.012 inch (0.30 mm), so
that the passage of water or moisture to reinforcement is minimized. In addition, longitudinal reinforcement shall be
sufficient to maintain aggregate interlock for transfer of the load at the crack locations.
27.5.5 DRAINAGE (1999)
a. The slab track shall be designed to provide for transverse drainage to the edges of the slab. To reduce infiltration of
water under the slab, a paved ditch shall be provided between individual slab tracks.
1
Rock quality shall be as defined in Part 22, Geotechnical Subsurface Investigation, sub-article 22.4.3 (d), of Chapter 8.
2
See Commentary
3 See Commentary

b. Drainage water shall be collected in a paved ditch. Water shall be discharged through sub-invert pipes to an external
discharge system for an at-grade concrete slab.
c. For concrete slab on embankment, drop inlets shall be provided in the embankment discharging to a positive drainage
system. To reduce embankment erosion, paved ditches shall be installed adjacent to the slab.
d. In tunnel construction, a trough shall be provided in the center of the slab with a longitudinal slope to drain through
sub-invert pipe(s), which discharge to a positive drainage system.
SECTION 27.6 CONSTRUCTION
27.6.1 SUBGRADE (2011)
a. All materials susceptible to frost heave shall be removed to at least 24 inches (610 mm) depth below subbase and
replaced with frost free cohesionless material. The subgrade should be compacted in order to achieve a minimum ks
value of 350 lb/in³ (0.09 N/mm³).
b. If the construction is on a new embankment, the top 24 inches (610 mm) at a minimum shall be granular material. Soil
for embankment shall be placed in layers not thicker than 9 inches (230 mm) and compacted to 95 percent of maximum
density obtained by the Standard Proctor Method (ASTM 698). Soils having a moisture content in excess of 2 percent
above optimum moisture content as determined by Modified Proctor Method (ASTM 1557), shall be unacceptable as
an embankment material. When the construction entails placement on an existing embankment, all load bearing soil
material in the frost zone shall be removed and replaced with cohesionless granular material. The top 24 inches (610
mm) shall be compacted to achieve the specified ks value.
27.6.2 SUBBASE (1999)
a. A minimum 4 inches (100 mm) thick subbase material as determined by geotechnical evaluation, shall be laid over the
finished subgrade. The subbase shall project 2 feet (610 mm) beyond each side of the concrete slab.
27.6.3 CONSTRUCTION METHODS (2011)
a. The contractor shall be responsible for means and methods of construction. There are basically two types of
construction methods used for installing direct-fixation fastener system on concrete surfaces: “Bottom-Up” and “Top-
Down”.
The bottom-up construction is generally used when the concrete slab track has already been poured. This conventional
approach involves installing formwork and reinforcements in place, placing concrete, coring/drilling for fastener
inserts, fitting rail fasteners to cast concrete and shimming/adjusting rail to final position.
The top-down construction entails pre-assembling (skeletonized) track and setting the rail and the fasteners to a final
line and surface on temporary supports and then pouring the concrete as a final operation.
27.6.4 REINFORCEMENT PLACEMENT (1999)
a. Steel reinforcement shall be placed on chairs in two layers, with the main longitudinal reinforcement divided between
the bottom and top layers. Longitudinal steel shall be spliced in tension only as specified under Part 2, Reinforced
Concrete Design, of Chapter 8. Transverse bars shall be spaced as necessary in the top and bottom layers. Steel
reinforcing bars shall be placed so as to be clear of the drilling/coring areas, using special templates for marking hole

Concrete Slab Track
locations, both before and after concrete placement. This technique will minimize damage or cutting of reinforcing
steel which may be encountered during the concrete drilling or coring operation.
27.6.5 CONCRETE PLACEMENT (2011)
a. It is recommended that in order to achieve the proper tolerances, conventional highway paving forms be utilized. For
large projects, the use of slipform paving equipment may be warranted, for obtaining higher production rates for
concrete placement. Paving equipment shall include vibrating screed and associated components necessary to obtain
the required slab cross section. The paving equipment train can be mounted on adjustable screed rails, accurately set
by a surveyor for both horizontal and vertical alignments. Concrete should be consolidated by internal vibrators.
b. In order to minimize shimming and/or grinding of concrete, it is recommended that tight vertical tolerance of +0 inches
(+0 mm) and -1/4 inches (-6 mm) be required of the finished concrete. Careful attention should be paid to obtain the
required finish tolerances when using slipform paving equipment.
c. The concrete can be placed either in a single pour method, a two separate pour sequence, or a recessed two pour
method, which can maximize clearance in tunnel construction.
d. The two pours (sections) shall be adequately attached to each other by dowels and an adhesive bonding material.
27.6.6 CURING (1999)
a. The curing of concrete shall be as specified under Part 1, Materials, Tests and Construction Requirements.
1
27.6.7 CONSTRUCTION JOINTS (1999)
a. The following provisions shall be specified, when construction joints are required at the end of a day's concrete
placement.
(1) Construction joints shall not be closer than 5 feet (1.5 m) from splices in longitudinal reinforcement. 3
(2) Transverse reinforcement shall be doubled for a 10 feet (3 m) distance each side of a construction joint.
(3) Longitudinal reinforcement shall be increased by one third for a 10 feet (3 m) distance each side of a construction
joint.
(4) Formed keys or dowel bars can also be used to prevent differential settlement. 4
27.6.8 INSTALLATION OF FASTENER INSERTS (1999)
a. Inserts may be installed by presetting them in the formwork, by means of a template, prior to the placement of
concrete. Accurately locate female inserts, into which fastener hold down bolts can be threaded, prior to casting the
slab. After casting, the tops of the inserts must be flush with the slab surface. The surface around the inserts shall be
smooth and flat, providing a satisfactory bearing area for the rail fasteners. A variation of this method would be to cast-
in-place rail holding devices (shoulders).
b. An alternative method is the installation of inserts after placement and curing of concrete, either by drilling or coring
holes. Percussion drilling is not permitted. Precision must be exercised in locating and drilling/coring of holes into
which inserts (or anchor bolts) are installed.

c. It is recommended that slab drilling or coring for fastener inserts be performed after the initial shrinkage of the
concrete has occurred and the 28 day specified compressive strength has been obtained. Slight adjustment in spacing of
inserts may be permitted to avoid existing shrinkage cracks.
d. The inserts shall be held plumb in the hole, either by templates or other means, and the hole filled with an adhesive
material. Fastener inserts may be epoxy coated to provide additional electrical insulation.
e. Figure 8-27-2 depicts fastener insert attachment to the slab track.
Figure 8-27-2. Fastener Insert Attachment to the Slab Track (Typical).

Concrete Slab Track
27.6.9 TESTING ANCHOR INSERTS (2011)
a. The inserts which attach the rail fastener to the slab track are subject to pull-out forces generated by bolt torque,
vertical uplift forces produced by a passing train, and forces produced by thermal conditions.
27.6.9.1 Insert Pull-Out Testing
a. For rail fastener bolts, or female inserts that are embedded in concrete and rely on concrete tensile strength for pull-out
resistance, the tensile stress in the concrete at maximum pull-out load shall not exceed 6 percent fc’, where fc’ =
compressive strength of concrete, psi (MPa).
b. In order to determine the load capacity of an anchoring system, tests shall be performed in accordance with ASTM
E1512. A mock-up test shall be required to simulate the in-situ conditions, with satisfactory results.
c. A minimum of 10 percent of the inserts shall be randomly tested for a pull-out force of not less than 14,000 lb (62,300
N). In case of inserts failing pull-out testing, the percentage of inserts being tested shall be increased, as per judgement
of the Engineer. The test load shall be applied in three equal increments. The final load shall be held constant for one
minute and the epoxy, concrete and insert inspected for distress.
d. If no drop in gage pressure occurs after one minute, the insert shall be accepted. If the insert fails to meet the pull-out
strength, then it shall be cored out and replaced with a new insert. The pull-out tests shall be performed using the
Restrained Test as shown in Figure 8-27-3.
Figure 8-27-3. Restrained Test (Not to Scale).

27.6.9.2 Insert Torque Testing
a. Screw anchor bolt into insert, tight against lock nut. Apply 600 foot-pounds (813 N-m) torque to the anchor bolt head.
b. The insert shall be considered acceptable, if it shows no evidence of rotational movement in the concrete.
27.6.10 PLACEMENT OF RAIL FASTENERS (1999)
a. After installation of inserts, the finished surface of concrete shall be surveyed, and if necessary, grinding the high spots
of concrete may be required. If the concrete finished surface is lower than that required, then shim pads up to a
maximum height of 3/8 in (9 mm) can be placed under the fastener at the discretion of the Engineer. The inserts
(anchor bolts) shall be checked for vertical plumbness and correct location prior to the placement of rail fasteners. Rail
fasteners shall then be installed.
27.6.11 INSTALLATION OF RUNNING RAIL1 (1999)
a. Continuous welded rail (CWR), the weight and type to be determined by the individual agency, may be delivered on
work trains with factory welded sections and shall be carefully placed on the fasteners. As an alternative, the rail can
be entirely field welded at the project site to form continuous welded rails.
b. Changes in temperature of CWR will develop stresses in the rail and the concrete slab. Rail is typically installed at a
high neutral temperature, to reduce the risk of rail buckling at high temperatures and rail pull-apart at low
temperatures.
c. The suggested procedure, during low temperatures, is that each section of the CWR be heated at installation to a
predetermined temperature, in order to ensure that the rail will remain in tension a large percentage of the time. The
base of the rail shall be secured to the direct fixation fastener, with elastic clips.
d. It is suggested that the Engineer should refer to the detail guidelines of Chapter 5, Track, for the handling, transporting,
laying and construction of CWR.
SECTION 27.7 DIRECT FIXATION FASTENING SYSTEM
27.7.1 RAIL FASTENING REQUIREMENTS (1999)
a. Rail fasteners for installation under the continuous welded rail shall satisfy the following:
(1) Allow for vertical and lateral adjustment, if required.
(2) Provide resilience that will reduce the effect of dynamic impact on the track structure, minimize vibrations, absorb
energy and reduce noise.
(3) Maintain a consistent clamping force on the rail to provide resistance to rail creep, and maintain rail alignment.
(4) Provide the required electrical insulation for electrified and/or signalized railways.
(5) Exhibit resistance to track environment (weather, oil, etc.).
1
See Commentary

Concrete Slab Track
27.7.2 TYPES OF RAIL FASTENERS1 (2011)
a. There are a variety of rail fasteners of different design and capabilities available. It is recommended that for slab track
construction the direct fixation fasteners with satisfactory in-service performance history be installed. As an
alternative, new direct fixation fasteners which have satisfactory passed extensive laboratory testing may be used.
b. The type of direct fixation fastener to be specified shall be a function of the slab track operating environment (main
line, yard, etc.), axle load, train speeds and maintenance considerations. Figure 8-27-4 shows a typical direct fixation
fastener envelope.
Figure 8-27-4. A Typical Direct Fixation Fastener Envelope.
1
See Commentary

27.7.3 DESIGN FEATURES (2011)
27.7.3.1 Fastener Vertical Spring Rate1
a. The vertical spring rate, K, of direct fixation fasteners normally ranges from 90,000 pounds/inch (15.8 kN/mm) which
is considered as soft pad to 300,000 pounds/inch (52.5 kN/mm) which is considered a hard pad. The slope of the load-
deflection curve (the fastener spring rate) shall be within 20 percent of a constant slope calculated at each 1000 pounds
(4450 N) increment (secant modulus between two given load points).
b. The selection of a spring rate for a fastener shall be determined by the individual railroad based on its operating needs,
requirements and practice.
27.7.3.2 Elastic Clips2
a. Elastic clips shall be used in combination with direct fixation fasteners, in order to attach the base of the rail to the
fasteners.
b. The recommended toe load for elastic clips shall be in the range of 2200 pounds (9800 N) to 3200 pounds (14,240 N).
27.7.4 LABORATORY TESTING OF FASTENERS FOR ACCEPTANCE (1999)
a. The laboratory testing requirements are comprehensively covered in AREMA Manual for Railway Engineering,
Chapter 30, Part 4, Concrete Ties.
b. It is recommended that the Engineer adhere to Chapter 30, with modifications as deemed appropriate.
SECTION 27.8 SPECIAL CONSIDERATIONS
27.8.1 TRANSITION AREAS3 (2011)
a. Transition areas such as behind abutments at bridge approaches or at change of track structure from slab track to wood
tie track require special considerations.
b. Factors to be considered in the design of transition areas are: susceptibility of backfill soil material to settlement
behind bridge abutments, difference in track modulus between stiff (concrete slab) track, and soft (wood tie) track,
respectively.
c. In the case of bridge abutments, a sub-surface approach slab adequately reinforced and varying in thickness from 18 in
(450 mm) at bridge abutment to 12 in (300 mm) at the opposite end, for a length of 25 feet (7.5 m), may be installed as
detailed in Figure 8-27-5.
d. Where change of track structure from concrete slab to wood tie track occurs, a sub-surface concrete slab of similar
design features as in (c) above, may be installed starting from the end of the concrete slab track and carried below the
wood track structure a length of at least 20 ft (6 meters).
1
See Commentary
2
See Commentary
3 See Commentary

Concrete Slab Track
27.8.2 TREATMENT AT SLAB ENDS (1999)
a. Expansion joints are recommended at slab ends to handle slab movements at bridge sites and at ends of the slab track
construction.
b. The slab track can be terminated 25 feet (7.5 m) from bridge abutment approaches, if the bridge is at the end of the slab
track. Transverse reinforcing steel shall be doubled for a 15 feet (4.5 m) distance from slab ends. A galvanized
structural steel inverted T-section shall be installed in a 10 feet (3 m) long reinforced concrete slab that supports one
end of the slab track. The structural steel inverted T-section shall have expansion joints that permit up to a 3 in (75
mm) expansion and a 2 in (50 mm) contraction. Expansion material shall be installed in the expansion joints. Refer to
Figure 8-27-5 as one example for design details.

Figure 8-27-5. Detail for Termination of Slab Track at Approach to a Bridge.
Concrete Slab Track
27.8.3 CONTINUITY OF SLAB TRACK OVER BRIDGE DECK1 (1999)
a. This section is applicable to straight, simply supported concrete deck bridges of spans up to 75 feet (23 m). If it is
required to continue the concrete slab track over a bridge deck, the following provisions shall be addressed:
(1) In order to minimize slab cracking and to permit sliding of bridge deck under the concrete slab track, it is
imperative to reduce friction at the interface between the bottom of the slab track and top of the bridge deck
concrete.
(2) Provide two layers of bituminous material separated by two sheets of polyethylene between slab and bridge
decking.
(3) As an alternative, teflon may be used as a friction reducing material, if additional cost considerations are
acceptable.
27.8.4 MODIFICATION OF EXISTING TUNNEL CONCRETE INVERT TO SLAB TRACK

(1999)
a. In existing tunnels, the following two types of track structures are generally encountered:
(1) Type (A) Concrete tunnel invert with ballast and ties.
(2) Type (B) Half wood ties embedded in concrete tunnel invert.
1
b. The following reconstruction methodology can be used to modify the tunnel invert:
(1) Type (A) Tunnel Invert:
(a) Remove ballast and cross ties.
(b) If additional vertical clearance is required or the top section of concrete invert consists of unsuitable or 3
deteriorated concrete, it shall be removed until sound matrix of concrete is reached. If reinforcing steel is
encountered, remove the steel and replace it with new bars.
(c) Apply bonding material.
(d) If required by the Engineer, drill and grout vertical dowels into existing concrete for mechanical anchorage.
4
(e) Place concrete grouting material to achieve the required elevation.
(f) Drill or core holes for anchor bolts.
(g) Install fasteners, lay rail and secure clips as stipulated in the previous sections.
(2) Type (B) Tunnel Invert:
(a) Remove the embedded ties and concrete section to at least one inch (25mm) below the ties.
(b) Follow the same procedure as detailed above in Type (A) Concrete Tunnel Invert.
1
See Commentary

One type of Direct Fixation Fastener System for modifying existing tunnel invert is depicted in
Figure 8-27-6.
27.8.5 NEW TUNNEL - SLAB TRACK (2011)
Slab Track in a new tunnel can be constructed in any of the following four ways:
a. Single-pour method
b. Recessed single-pour method
c. Two-pour method
d. Recessed two-pour method
Figure 8-27-6 shows Direct Fixation Fastener System for modifying existing Tunnel Invert.
Figure 8-27-7 shows Single-Pour method of construction of a new Tunnel Slab Track.
Figure 8-27-8 shows a New Tunnel Floating Slab Track.

Concrete Slab Track
Figure 8-27-6. Typical Direct Fixation Fastener System for Existing Tunnel Invert.

Figure 8-27-7. Single-Pour Method for New Tunnel.

Concrete Slab Track
Figure 8-27-8. New Tunnel Floating Slab Track.

C - COMMENTARY
C - 27.1.1 Scope (2011)
A concrete slab track can provide improvements over a conventional track system, and solutions to the problems of costly
track maintenance, increasing axle loads, and faster operating speed.
A concrete slab track system consisting of a continuously reinforced concrete slab, supported on a subbase and compacted
subgrade, is one example of an improved track structure.
A slab track system provides the following advantages:
(1) Elimination of those components with inherent weakness that require periodic maintenance such as ballast, ties, tie
plates and spikes.
(2) Rail fasteners with better lateral and longitudinal restraint characteristics are used.
(3) Load is distributed more uniformly on the subgrade, thus settlement is reduced.
(4) Proper line and surface are maintained, thus reducing need for surfacing and lining.
(5) When combined with continuous welded rail, ride quality is improved, and faster operating speeds are possible.
(6) Reduced maintenance results in less traffic disruption.
(7) Due to improved track structure, rolling stock encounters less wear and tear, and thus, requires less maintenance.
C - 27.2.1 (c) Other Types of Concrete Slab Tracks (2011)
A Floating slab design incorporates elastomeric pads which separate, and therefore isolate and dampen, the rail support slab
from the underlying concrete sub-slab. Floating slab track system as show in Figure 8-27-8 is an effective and reliable
solution for mitigating mechanical vibrations and ground-borne noise generated by rolling stock.
An Embedded Slab Track system, consists of dual tie blocks, set in rubber boots using microcellular pads locked-in with a
second pour of concrete.
Some of the slab track systems in use are proprietary in nature, such as: Individual Dual Block Track and Precast Reinforced
and Precast Pretensioned both developed in Europe and used in various systems around the world.
C - 27.2.2 Definitions (1999)
Track Modulus (u)
The value of modulus of elasticity of rail support (u) for directly fixed track is dependent upon the moment of inertia of the rail
section and the amount of deflection obtained by the compression of the fastener pad.
The allowable deflection of a rubber pad is limited to 15 percent of it’s uncompressed thickness. Direct fixation fasteners
presently in service use 1/2 in (12 mm) pads. These pads allow a maximum deflection of 0.075 in (2 mm).
Track Modulus for slab track systems are generally in the range of 8,000 lb/in/in (55 N/mm/mm) to 10,000 lb/in/in (70
N/mm/mm).

Concrete Slab Track
C - 27.3.1 Introduction (1999)
The concrete slab as part of the track structure system, is subjected to loads from the rails through the direct fixation fastening,
and in turn concrete slab transfers loads to the subbase and subgrade.
C - 27.3.2.3 Slab Dimensions (2011)
The use of a 10.5-ft (3.2-m) wide slab is recommended. This will minimize or eliminate the development of punchout failure,
which is predominantly due to edge loading. For the 10.5-ft. (3.2-m) wide slab track, the loading under the rail is about 34
inches (863 mm) from the slab edge and this loading is considered an interior loading condition, which is far less damaging
than an edge load. Also, this loading is channeled, that is, the loading is always maintained along the same location within the
slab. There is no lateral wander of the loading, for example, as for highway CRC pavements. However, if the slab width were
less, a concern may develop due to the edge loading conditions. Edge loading conditions include higher concrete stresses and
higher slab deflections. These may lead to progressive cracking in the slab and deflection related failures such as slab
settlement.
C - 27.3.2.5 Subgrade Pressure (1999)
Due to the reduction of number of load pulses on subgrade, a well constructed slab track structure minimizes the subgrade
pressure.
C - 27.3.2.6 Impact Factor (2011)
The requirements are based on calculations including an assumed impact factor. This factor is a percentage increase over
static vertical loads, intended to estimate the dynamic effect of wheel and rail irregularities. The Impact Factor is comparable
1
to that used in Chapter 30, for Concrete Ties.
C - 27.5.1 DESIGN CONSIDERATIONS (2011)
The following criteria provide a guideline for slab track system design:
3
(1) Rail vertical deflection not to exceed 0.25 inches (6 mm).
(2) Rail bending stress not to exceed 11000 psi (77 MPa).
(3) Subbase pressure not to exceed 30 psi (0.21 MPa).
(4) Subgrade pressure not to exceed 20 psi (0.14 MPa). 4
C - 27.5.3 SUBBASE (1999)
A subbase shall be provided to serve the following functions:
(1) Prevent mud pumping
(2) Increase the modulus of subgrade reaction.
(3) Serve as a working platform for erection of concrete slab formwork.
(4) Distribute pressure to subgrade more uniformly.

C - 27.5.4 CONTINUOUSLY REINFORCED CONCRETE SLAB TRACK (1999)
Computer Analysis (1999)
The static analysis of the concrete slab track is based on a longitudinal structure which is represented as a continuous beam
(rail) on a continuous uniform support (resilient fasteners) in turn resting on another continuous beam (concrete slab) resting
on another continuous uniform support (stabilized subbase and compacted subgrade).
Reference numbers 26 and 57 in the References refer to the computer program which was written to facilitate the analysis.
The outputs from the program include rail deflection and bending moment, fastener deflection and loads, slab deflection and
bending moment, and subgrade deflection and bearing pressure.
For illustration purpose, based on the computer program, in case of 35000lb (155,750 N) wheel load, 136 lb (61.2 kg) rail and
6 foot (1.8 m) axle spacing, the output in Table C-8-27-1 on the following page was obtained:
Table C-8-27-1. Example of Computer Static Analysis of Concrete Slab Track
Given: 8 foot (2.4 m) slab, ks = 500lb/in3 (0.135 N/mm3 )

Fastener spacing = 30 in (762mm)
Slab
Slab Rail Peak Rail Slab Slab Slab Bearing
Stiffness
Depth Deflection Stress Deflection Stress Pressure
EI
inches inches psi inches psi psi
lb-in2
(mm) (mm) (MPa) (mm) (MPa) (MPa)
(N-m2)
6 516 x 107 0.047 9600 0.022 1025 10.85

(152) (1.19) (67.2) (0.55) (7.17) (0.076)
(1.48 x107)
18 13,380 x107 0.044 9150 0.018 800 9.15

(457) (1.11) (64.0) (0.46) (5.6) (0.064)
(3.971 x107)
Design Procedure (1999)
The following is a guideline for a simplified design procedure for the major design elements:
Background: A continuously reinforced concrete pavement (CRCP) is a portland cement concrete pavement with continuous
longitudinal reinforcement and no intermediate expansion or contraction joints. Transverse reinforcement is also required at
intervals corresponding to the rail fastener spacing to absorb the loads transmitted into the slab at the rail fastener attachment
points. It also aids in construction by supporting and maintaining longitudinal reinforcement spacing.
Slab thickness and longitudinal reinforcement design must be considered simultaneously in a continuously reinforced concrete
pavement. If too small an amount of steel is used, transverse cracks will open an excessive amount and aggregate interlock
will be lost, resulting in appreciable slab deflections and ultimate slab deterioration and failure.
A properly designed CRC slab typically develops regularly spaced, hairline transverse cracks at 3 feet (0.9 m) to 10 feet (3 m)
intervals. The resultant pavement is composed of a series of short slabs held tightly together by the longitudinal
reinforcement. With a sufficient amount of reinforcement, a high degree of shear transfer across the cracks is assured because
the cracks are held tightly closed.

Concrete Slab Track
Slab Bending Stiffness (EI) (1999)

Compute bending stiffness, assuming slab width, depth, fc' and weight of concrete.
Reference number 58 has additional information on bending stiffness trade-offs (deeper concrete section versus less
percentage of reinforcement), and track structure cost as a function of bending stiffness.
Stresses in Slab (2011)

Assume: 50,000 Cooper E-80 (or equivalent) loading for 50 years.
Say spacing between fasteners is 24 inches (610 mm) to 30 inches (760 mm). Use contact area between rail fastener
and slab as 7 inches (178 mm) x 14 inchs (356 mm).
Use fc' = 4000 psi (28 MPa), MR = 475 psi (3.3 MPa)
Assume ks = 450 lb/in3 (12451.5 N/mm3), includes
4 in (102 mm) stabilized bituminous subbase.
Using "Influence charts for concrete pavements", ASCE, Vol.116, and "Thickness design for concrete pavements", PCA,
compute
• pavement thickness
• stresses in slab
1
Longitudinal Reinforcement (2011)
Selection of percentage of steel should be based on the following considerations:
• The reinforcement should help the slab resist train loads. 3

• Crack width not to exceed 0.012 inch (0.30 mm), in order to limit corrosion by minimizing passage of water or
moisture to reinforcement.
• Given contraction of the slab, the tensile stresses in the reinforcement should be within elastic range.
a. Longitudinal reinforcement to resist train loads. 4

Use Mstatic, ft-lbs (N-m)
Add 200% impact
Therefore, M = 3Mstatic, ft-lbs (N-m)
Say: fc' = 4000 psi (28 MPa), n = 7.5,

total slab thickness = Say 12 inches (305 mm)
d = 12 inches (305 mm) - 3 inches (76 mm) = 9 inches (229 mm)
fs = 20,000 psi (140 MPa)
Using trial and error:

Say fc = 0.3 fc'

f ck
Compute k, p = -------
- , As, and Moment M, ft-lbs (N-m)
2f s
When Moment available = Moment Imposed
Use that area of reinforcement (% steel) at the bottom of slab.
Use 2/3 of lower reinforcement to resist negative moment at top.
Total percent steel = percent steel at bottom + percent steelat top.
b. Longitudinal reinforcement to prevent cracks from widening and reinforcement at the crack location must be less than
its yield point, say fsy = 60,000 psi (420 MPa).
Based on the axle loads, operating considerations, and if mitigation of noise and vibrations along the right-of-way is
required, the use of softer pads may be more desirable However, if the track structure is subjected to higher axle loads,
and the objective is to minimize fastener replacement cycles and associated costs, then the selection of harder pads may
be more appropriate.
C - 27.6.11 (b) Installation of Runnng Rail (2011)
The neutral temperature is defined as the temperature at which the axial forces in a rail are zero. Usually it is the rail
temperature at which the stressless rail is anchored to the track.
Given that the rail in tunnels is not exposed to a wide range of temperature variations being underground as compared to at-
grade or elevated structures, the thermal effects of CWR are considerably less.
C - 27.7.2 TYPES OF RAIL FASTENERS (2011)
Proprietary products primarily developed for transit, commuter, and high speed application drive the direct fixation fastener
market. These fasteners are comprised of elastomeric pads, steel plates, insulating components, and anchoring devices. Direct
fixation fasteners are either unbonded or bonded. An unbonded fastener is made of a steel plate resting on an elastomeric pad.
Whereas a bonded fastener utilizes one or two steel plates bonded to an elastomeric pad. Some of the new designs developed
come from the containment design philosophy. Unlike the typical sandwich type DFF that depends on the rubber-to-metal
bond to secure the top plate to the base plate, this design contains the top plate inside an outside containment frame. While the
elastomer bonds the two castings together there are internal design features to restrain the top plate in all lateral and
longitudinal directions.
As a general criteria for slow speeds and light axle loads, a light duty single plate fastener with or without bonded elastomer
can be used. However, for higher axle loads and faster operating speeds, it is recommended that heavy duty fasteners with a
double plate and bonded elastomer be utilized. Elastic clips are recommended to hold the base of running rail to the fasteners.
C - 27.7.3.1 Fastener Vertical Spring Rate (1999)
Based on the axle loads, operating considerations, and if mitigation of noise and vibrations along the right-of-way is required,
the use of softer pads may be more desirable. However, if the track structure is subjected to higher axle loads, and the
objective is to minimize fastener replacement cycles and associated costs, then the selection of harder pads may be more
appropriate.

Concrete Slab Track
C - 27.7.3.2 Elastic Clips (1999)
In the selection of the elastic clips, it should be recognized that the clip toe load requirement must be adequate to
longitudinally restrain the rail under braking or tractive forces of rolling stock wheels, and also in case of rail breakage be
capable of resisting the pull-apart forces in continuous welded rail, and thus prevent a potential derailment condition.
C - 27.8.1 TRANSITION AREAS (1999)
These installations will help in minimizing maintenance costs generally associated with these transition areas, and also provide
continuity of ride comfort to train passengers.
C - 27.8.3 CONTINUITY OF SLAB TRACK OVER BRIDGE DECK (1999)
In case of long bridges, horizontally curved bridges, etc. an independent analysis should be undertaken and appropriate design
features incorporated.
C - 27.8.4 MODIFICATION OF EXISTING TUNNEL CONCRETE INVERT TO SLAB TRACK

(2011) C - 27.8.5 NEW TUNNEL - SLAB TRACK (2011)
Some of the considerations in selection of the final design option are:
(a) Clearances
1
(b) Tolerances during construction
(c) Construction equipment mobility
(d) Maintenance considerations in terms of CWR and DFF renewals
3
FINAL ACCEPTANCE (2011)
At the completion of slab track project, Rail properties having access to a Track Geometry Car (TGC), can employ the TGC as
a quality control, as part of the final acceptance of slab track construction, to check track gauge, alignment, cross level,
superelevation, and profile.
4
ADDITIONAL REFERENCES (2011)
1 Slab Track Field Test and Demonstration Program for Shared Freight and High Speed Passenger Service,
PCA, R & D Serial No. 2988, 2007.
2 Performance of Direct-Fixation Track Structure, Design Guidelines, Battelle, Ohio, April 1999.
3 Paving Alternatives to Ballasted Track, Heiner H. Moehren, AREA, Volume 98, Bulletin 762, December
1997.

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27.1 Scope and Notations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3

27.2 Application and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-3

27.3 General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-6

27.5 Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-8

27.6 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-10

© 2017, American Railway Engineering and Maintenance-of-Way Association

TABLE OF CONTENTS (CONT)

Section/Article Description Page

27.6.9 Testing Anchor Inserts (2011). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-13

27.7 Direct Fixation Fastening System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-14

27.8 Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-16

Figure Description Page

8-27-1 Continuously Reinforced Concrete Slab Track System (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-4

Table Description Page

C-8-27-1 Example of Computer Static Analysis of Concrete Slab Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27-26

© 2017, American Railway Engineering and Maintenance-of-Way Association

8-27-2 AREMA Manual for Railway Engineering

SECTION 27.1 SCOPE AND NOTATIONS

27.1.1 SCOPE1 (2011)

27.1.2 NOTATIONS (2011)

CWR = Continuous Welded Rail

CRC = Continuously Reinforced Concrete

ks = Modulus of Subgrade Reaction, lb/in³ (N/mm³)

DFF = Direct Fixation Fastener

K = Fastener Vertical Spring Rate, lb/in (N/mm)

u = Track Modulus, lb/in/in (N/mm/mm)

SECTION 27.2 APPLICATION AND DEFINITIONS

27.2.1 APPLICATION (2011)

a. The concrete slab track system described herein is suitable for:

(1) At-grade guideways

(2) Existing or new embankments

(3) Existing or new tunnels 4

(1) Cast-In-Place Unreinforced or Conventionally Reinforced

(2) Cast-In-Place Post-Tensioned

(3) Precast Reinforced

© 2017, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-27-3

(4) Precast Reinforced

(5) Floating Slab

(6) Embedded Slab

(7) Independent Dual Block

27.2.2 DEFINITIONS (2011)

FLEXURAL STRENGTH - The maximum resistance to bending of a given cross section.

ks = q/y with units of force/length³, lb/in³ (N/mm³)

where q = intensity of contact pressure, psi (MPa)

y = soil deformation, in (mm)

© 2017, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 8-27-5

TRACK MODULUS (u) - is defined as:

Pd = Dynamic wheel load, lb (N)

E = Modulus of elasticity of rail steel, psi (MPa)

I = Moment of Inertia of Rail Section, in4 (mm4)

Yo = Maximum rail deflection under single wheel load, in (mm).1

SECTION 27.3 GENERAL CONSIDERATIONS

27.3.1 INTRODUCTION2 (1999)

(1) The concrete slab, rail, fasteners, subbase and subgrade.