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The wy to o.

rheda 2000 ballastless track system

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RHEDA 2000

The basis or the RHEDA 2000 is a track design frst implemented in

1972 on the line rom Bieleeld to Hamm, Germany, at a station named

Rheda. This original solution has continuously been urther developed

and optimized, without a change in basic principle. Over the past 10 ... 15

years, ballastless track has developed rom a customized design or

niche applications, to standard technology or railway tracks on lines

used or transport at high speeds and with heavy loads.

The RHEDA 2000 ballastless track was used or the frst time in Germany

in 2000, as pilot project on the new rail line between Erurt and Halle-

Leipzig, with a total length o approx. 1,000 m. Subsequently, it was in-

stalled on a urther section 3 km long. As a result o the positive experi -ence gained in the project engineering, installation, and operation o the

RHEDA 2000 sections, Deutsche Bahn decided to employ over 180,000

patented bi-block sleepers, based on RHEDA technology, or new con-

struction o the high-speed line with its demanding engineering re-

quirements between Cologne and the Frankurt Airpor t complex. In ad-

dition, new construction o the section o line between Nuremberg and

Ingolstadt, as part o the Nuremberg-Munich connection, was completed

in good time or the FIFA World Football Cup events in 2006 in Ger-

many. On this newly constructed section as well, approx. 75 km long, the

RHEDA 2000 system rom RAIL.ONE was installed. Fortunately, these

national projects were quickly and satisactorily ollowed by a break-

through o ballastless track technology in the orm o RHEDA 2000 on

the international stage o rail transport. One o the largest railway inra-

structure projects in Europe to date has been construction o the new

Dutch high-speed rail line HSL-ZUID, rom Amsterdam, via Rotterdam, to

the Dutch-Belgian border. With the exception o a short section, the en-

tire line with a total length o 88 km was constructed completely with

RHEDA 2000.

In 2006 RAIL.ONE won the contract or delivery o the bi-block sleepersrequired or the RHEDA 2000 ballastless track system installed as part

o new construction o the 28 km o double track in the Guadarrama Tun-

nel on the high-speed line rom Madrid to Valladolid, in Spain. On this

same line, an additional 12 km o track was executed as RHEDA 2000 in

the San Pedro Tunnel. Since February o 2008, this high-speed line has

been in operation or speeds o 350 km/h. Likewise, 15 km was installed

in RHEDA 2000 or the Sant Joan Desp Tunnel on the line rom Madrid

to Barcelona, which was placed into service in December o 2007. In ad-

2

3

On ballastless track tOward railways OOur contribution to high-speed technology: the RHEDA 2000 ballastless track system is the

direct way to railways o the uture. For heavy loads. At top speeds. With a maximum o saety.

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the future

dition, a number o ballastless track projects with an estimated length o

15 to 20 km were completed in 2006 and 2007, as part o the Eje Atlan-

tico Project. These lines can be later converted rom the Spanish to the

European gauge. For the section o the high-speed line rom Perpignan

to Figueras, RAIL.ONE delivered an additional 28,000 bi-block sleepers

o the RHEDA 2000 system, as well as over 28,000 linear metres o

turnout sleepers.

Launching o ballastless track or high-speed rail trafc on the Asian

market succeeded in 2004 with application o RHEDA 2000 in new con-

struction o the high-speed line rom Taipei to Kaohsiung, in Taiwan. In

addition to the installation o Japanese ballastless track technology onthe open track sections, the demanding areas near and in the train sta-

tions (in a total o approx. 80 km track and 115 turnouts) were imple-

mented with the RHEDA 2000 system. The RAIL.ONE Group additionally

participated in construction o the double-track passenger-dedicated

line (PDL) rom Wuhan to Guangzhou in southeast China. Almost the en-

tire line, with a length o approx. 1,000 km, was built with RHEDA 2000.

Since December o 2009, trains use this high-speed line at speeds o

350 km/h.

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RHEDA 2000

4

5

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The exbe wy o tos The RHEDA 2000 ballastless track system is ideal or applications on embankments,

on bridges, in tunnels, as well as or turnouts and with vibration-optimized mass-spring systems. Installation o noise absorbers

attenuates noise rom wheel-rail rolling and vehicle power-plant operation.

Official apprOval and prOvn Tm

RHEDA 2000 combines high levels o saety and long-term

track positioning, with avourable construction costs and low

maintenance expenses. The system accordingly ulfls all re-

quirements or application on heavily travelled high-speed

rail lines, and simultaneously assures optimal ride comort.

RAMS analyses conducted according to international stan-

dards confrm these benefts. In addition, RHEDA 2000 can

be easily modifed to optimally ft all types o substructure.

RHEDA 2000 has obtained General Approval rom the Ger-

man Federal Bureau o Railways (EBA), as well as the User

Declaration rom Deutsche Bahn AG, or application in high-

speed trafc. In February o 2006, RHEDA 2000 urthermore

achieved initial quality approval, in accordance with European

Union Directive 96/48 EG or high-speed rail trafc. These

qualifcations highlight the innovation capability and the per-

ormance o RAIL.ONE as an international provider o high-

tech or railway track design and construction.

fo the ey be, rHda tehooy s syste

souto o the ost e o use equeets

hs oe the tes o ooth tk e-

s.The crucial modifcations o RHEDA 2000 with respect

to the original system consist, frst, o the employment o an

especially integrated bi-block lattice-truss sleeper. Second,

the latest version combines in situ concrete and a reinorced-

concrete trough slab that are produced in one working step.

The nonprestressed reinorcement bi-block sleeper, with op-

timized concrete elements, likewise orms a monolithic struc-

ture with the surrounding concrete o the track concrete layer.

This structure can be uniormly implemented with extremely

low structural height, on all kinds o suitable track substruc-

ture.

unified systems engineering and

lOw track structural heightUse o RHEDA 2000 enables appreciable time and cost savings or project en-

gineering and installation.

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RHEDA 2000

TOR = 0.00

-493

2650 - 3200

3400 - 3800

sleeper B 355distance 650 mm

HBL

The stes o eeoet o rHda tehooy beoe eet oso o the ous tk oss-setos.

RHEDA (Classic)

RHEDA (Sengeberg)

RHEDA-BERLIN Hgv

RHEDA 2000

V2

V3

V1

6

7

develOpment stages

Of the rheda design

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rHda 2000 s exbe syste tht be uy

te to the se equeets the u

ostts o eh ojet.The basic system structure, how-

ever, always consists o modifed bi-block sleepers which are

securely and reliably embedded in a monolithic concrete slab.

Highly elastic rail astenings are essential to achieve the verti-

cal rail deection required or load distribution and or smooth

train travel.

TH B 355-m lpr

The B 355-M sleeper represents the core o the RHEDA 2000

system. Due to mass production o these precast components,

the sleeper provides both maximum concrete quality and high-

est precision, especially at the most critical rail seat area. Theconcrete blocks can be individually designed to enable use o

all conventional elastic astening systems and anchor fttings.

The lattice truss reinorcement between the concrete sleeper

blocks, the result o long years o development, takes ull ac-

count o the stability aspects o transport and construction,

and o eective embedding or great system reliability and

durability.

TH cOncrT Trac-ppOrTing lar

The concrete track-supporting layer is the major load-distributing

element o the system. Since it is cast-in-place, it can be individu-

ally adapted to any substructure type and condition. For embank-

ments, it is designed as a continuous slab with ree crack orma-

tion. For highly compacted soil which is strongly advised or

ballastless tracks to prevent settlement the slab can be con-

structed in unit dimensions o 2.8 m x 0.24 m.

To assure the required durability, the minimum strength o the

concrete layer must be 30/37 MPa (cube/cylinder). Ater almost

40 years o experience and countless applications o various

Rheda track types, the concrete mix design o RHEDA 2000 has

now reached a very high degree o perection. It ulfls even the

most stringent demands or durability and reliability under a greatvariety o climatic conditions and applicable concrete standards.

system design and

cOmpOnents

RHEDA 2000

-773 ... -793

*) Depending on the sub-grade and

the properties of the supporting layer

slab concrete C 30/37

240*)

300

*)

500*)

-473 ... -493

-233 ... -253

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RHEDA 2000

reinforcement accordingto static requirements

protection layer

reinforcement accordingto static requirements

protection layer

end-tO-end system

structure On embankments,

in tunnels, and On bridgesUniorm track concrete layers with low structural height ensure

simplifed line routing and installation.

rHda 2000 s hteze by xu eee

o exbty. Thouhout ths tk y, the ooooets e the bs syste stutue, the oe

b-bok seees, the ooth st--e su-

ot oete sb. This basic system is varied in accor-

dance with various sub-grade types, structural-engineering re-

quirements, rail-support conditions, as well as cost-eective

installation processes.

On embankments, an additional bonded support layer oten

a hydraulically bonded layer is installed in order to conorm

to the permitted levels o stress in the supporting layers and

on the subgrade.

In tunnels, with the great stiness o the tunnel oors, only

very slight stresses develop in the track structure by the mere

nature o the confguration. As a result, no additional track

supporting layers are required. In such cases, the concrete

track-supporting layer is installed directly onto the track sub-

structure. Further optimisation measures are possible both inthe concrete layer-thickness as well as in the content o rein-

orcement. The end-to-end characteristics o the basic system

ensure, during installation, that neither the undamental con-

struction procedures nor the components must be exchanged

or modifed. This assures a constant high level o quality,

throughout, including the construction work as well.

In most cases, dilatation joints are provided at the ends o

bridges, and the track itsel is also interrupted over these

joints. In addition, economical and technical considerations

oten make it advantageous to decouple the track rom the

bridge supporting structure. In such cases, RHEDA 2000 o-

ers various possibilities or horizontal separation, and or as-

tening by means o the concrete humps on the sleepers, or by

patented steel bolt anchors.

inTallaTiOn On Bridg

Connection o the track concrete layer with the bridge structure by means

o negative cam plates

Connection o the track concrete layer with the bridge structure by means

o positive cam plates in protection layer

8

9

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reinforcement accordingto static requirements

9

levelling concrete

TH dfiniT advanTag Of rHda 2000 ar a fOllO:

A maximum o cost eectiveness and reliability by utilisation o concrete sleepers as superior-quality precast

concrete building components in the critical area o the rail-seat zone

Great precision o track-geometry parameters by application o precise concrete sleepers

Great adaptability to all types o substructure and models executed, by means o application o cast-in-placeconcrete or the concrete track-supporting layer

Great reliability as a result o technologically mature concrete engineering o the track-supporting layer or a

great diversity o climatic conditions and concrete standards

Flexible, high-perormance installation procedures on the basis o simple installation steps that are reproducible

or both manual as well as automated procedures

Great added value by local production possibilities

Connection o the track concrete layer with the bridge structure by means

o anchor dowels

Track concrete layer, installed on levelling concreteTrack concrete layer, installed on tunnel-oor fll

inTallaTiOn in Tnnl

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RHEDA 2000

additiOnal system sOlutiOns

TrnOT iTH OpTimid TrcTral-

dign TcHnOlOg

With the objective o end-to-end system engi-

neering or tracks and turnouts or the RHEDA

2000 ballastless track system, extensive ad-

aptation to reduced track structural height rep-

resented an essential step in sleeper design.

The key aspect o this development was design

and dimensioning o a concrete turnout sleeper

based on the B 355 bi-block sleeper. The GWS

05 lattice-truss turnout sleeper currently rep-

resents the optimized state o system develop-

ment. With its end-to-end system engineering,

this sleeper assures eective provision o the re-

cesses below the base o the rail that are neces-

sary or the turnout drive, as well as the contin-

rail paniOn OinT

The turnout sleeper or the RHEDA 2000 bal-

lastless track system also oers a sae, reliable,

robust, and at the same time exible basis or

various types o rail expansion joints. The GWS

05 sleeper is the heart o the system, and pro-

vides stable, requirement-satisying, and ex-

act mounting points - especially or the respec-

tive installation components o a rail expansion

joint. The monolithic concrete track layer can

be adapted to the special requirements encoun-

tered, especially in the immediate vicinity o the

bridge joint. A number o major projects have al-

ready been planned and executed in the RHEDA

2000 system with special transition elements.

uous reinorcement o the track concrete layer

(approximately in the centre o the track cross-

section). This solution achieves homogeneous

height confguration in track and turnouts, and

correspondingly reduces the weight involved.

For project engineering and installation on the

construction site, this means considerable time

savings and cost reduction. The uniorm systems

engineering eatures allow integration o all

track substructure variations and conditions into

the design. In Taiwan, or example, RAIL.ONE im-

plemented complete train-station systems with

a great number o turnouts and platorm connec-

tions, on viaducts by means o pile-supported

constructions, or in tunnel areas.

10

11

subsoil

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TraniTiOn

The installation o ballastless track systems de-

mands special attention or the transitions be-

tween ballasted and ballastless track systems.

With the RHEDA 2000 system, numerous sys-

tem-optimized details enable stiness adaptation

in the rail astenings and in the ballast, at such

transitions rom ballastless to ballasted track.

As a rule, these solutions include the frst step o

multistage gluing o the ballast, in addition to an

extension o the hydraulically bonded layer. This

technique increases the stiness o the ballasted

track system. In addition, a special pre-stressed

sleeper with highly elastic rail astening is in-

stalled in the ballasted track. This arrangement

enables an increase in stiness, in several stages,

between the ballastless track and the ballasted

section. As an option, it is also possible to confg-

ure auxiliary rails: both or these special turnouts,as well as on the ballastless track. This likewise

reduces the difculties otherwise encountered at

the interaces between ballasted and ballastless

sections. The RHEDA 2000 system accordingly

oers an optimal solution, with uniorm system

engineering or all areas o application.

lcTrOmagnTic cOmpaTiBiliT (mc)

Ballastless tracks, with their reinorced concrete

layers, have substantial electromagnetic proper-

ties. In their development, it is necessary to con-

sider eective measures against lightning and

catenary line breakage. These measures involve

grounding elements (equipotential bonding).

Modifcations or extensions necessitate regular

inspection o these elements.

In high-speed rail trafc, unrestricted compati-

bility is absolutely essential between train con-

trol systems and the ballastless track. Control

systems operate with transmission systems and

use electromagnetic signal transmitters and/or

signal receivers. These control systems unction

directly in the reinorced-concrete track layers

themselves (e.g., LZB and ETCS), or in the direct

vicinity o these layers (e.g., UM 71 etc.). It is cru-

cial to study the eects o longitudinal reinorce-ment, since it represents the primary attenuat-

ing element.

The RHEDA 2000 system has been tested or

the most widely employed train control and man-

agement systems: i.e., or the LZB in Germany,

the ETCS trans-European high-speed train net-

work, and the UM 71 in France and Asia. The

RHEDA 2000 system has been approved as ob-

serving the respective stipulated parameters.

On the basis o its simple structure and con-

struction methods, it is possible to quickly and

economically conorm to all the requirements otrain control systems now in use.

rOad-vHicl acc Tm

New saety regulations in Europe stipulate that

access or vehicles must now be ensured in rail-

way tunnels or all types o road vehicles (pas-

senger cars and lorries). As a result, a road-vehi-

cle access system was developed or the RHEDA

2000 ballastless track system. As an adaptive

measure, this access system can be installed di-

rectly onto the track. The emplacement o pre-

cast concrete slabs onto B 355 bi-block sleepers

provides an operating surace or road vehicles

at a defned level below the top o rail. This de-

velopment allows passenger cars and lorries

with up to 10-tonne axle loads to use the sur ace

as a roadway without restriction. An additional

advantage o the precast parts results rom the

act that smaller connecting elements in the vi-

cinity o the rails and the rail-astening elements

can be removed to allow easy perormance oobligatory maintenance on these components.

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RHEDA 2000

nOise and vibratiOnprOtectiOn

nOi prOTcTiOn

For signifcant reduction o airborne noise prop-

agation, it is possible to install special noise-ab-

sorber systems or ballastless track systems.This solution achieves good noise-engineering

parameters, even or hal-surace installation in

the outdoor areas o the rails.

viBraTiOn prOTcTiOn

The increase in train speeds, axle loads, and

trafc volumes on current train lines has also led

to increases in the noise and vibration to which

the surroundings are subjected. Irregularities

between rail and wheels, as well as the dynamic

deormation o tracks when rolling stock passes,

introduce vibrations into the subgrade. These

vibrations are propagated into adjoining build-

ing structures, which vibrate to lesser or greater

degree. Secondary airborne noise can likewise

produce disturbances. One o the most eective

measures against the development o structural-

borne noise and vibrations is mass-spring sys-

tems. These systems attenuate the transmission

o vibrations into the surroundings. The charac-

teristics o the amplifcation unction o single-

mass oscillators play a key role in the design omass-spring systems. The use o mass-spring

systems is advisable especially in densely devel-

oped areas sensitive to vibrations.

Mass-spring systems can be implemented in

light, medium-heavy, or heavy models. Light

mass-spring systems are mounted on either

strip supports or entire-surace supports made

o elastomer matting. For heavy mass-spring

systems, individual supports in the orm o elas-

tomer blocks or steel springs are employed. The

deeper the requency o the vibration to be re-

duced, the higher the required mass o the mass

track concrete layer. Here, the structure o

the RHEDA 2000 ballastless track system o-

ers benefts to the entire system: the appreci-

able mass o the track concrete layer, with its

bi-block sleepers embedded in concrete, con-

tributes signifcantly to attenuation o vibrations.

In addition, the RHEDA 2000 system as a re-

sult o its structural properties insensitive to wa-

ter and erosion is well suited or application

both on open track sections, as well as in tun-nels. As a result, many and various orms o the

mass-spring system are easible: light, medium-

heavy, or heavy models, with the respectively re-

quired support types o individual, strip, and en-

tire-surace elastomer support.

This great degree o design and adaptation ex-

ibility makes the RHEDA 2000 ballastless track

system on a mass-spring system an optimal solu-

tion or satisying all requirements placed on vi-

bration protection and operational unctionality.

The RHEDA 2000 ballastless track system on a

mass-spring system has already been installed

in numerous projects, in the orm o various

models: e.g., in the Cologne-Bonn Airport Link

(as a heavy mass-spring system), in the Ber-

lin North-South Link (with light to heavy mass-

spring systems), and in the S-Bahn heavy-rail

urban transit system in Unteroehring, on the

outskirts o Munich (light mass-spring system).

12

13

Application o the single-mass oscillator principle in the RHEDA 2000 track type on a mass-spring system

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rHda ciT

The RHEDA CITY track system has been de-

signed especially or use with tram systems.

This system is based on the same undamentalunctional principles as all track models in the

RHEDA amily, especially the RHEDA 2000 sys-

tem. The simple installation techniques produce

good track positioning over the long term, with-

out reworking. The system can be covered with

asphalt, concrete, or paving stones, as desired.

The latest development o RHEDA CITY is the

vegetated (green) variation.

mar TO rdc Tra crrnT

Within the context o railway engineering, stray

currents are currents that do not ow through

the running rails o the track, as intended, but

along other paths back to the rectifer substa-

tions: e.g., through the earth. Stray current can

cause considerable corrosive damage not only

to the running rails, but also to nearby acili-

ties that do not belong to the railway operations

themselves: or example, the reinorcement o

concrete elements, and piping made o metal.

In order to reduce stray current and the negative

eects that it causes, RAIL.ONE has placed great

emphasis on eective electrical insulation o therunning rails with respect to the earth, in the de-

velopment o its ballastless track system RHEDA

CITY, or employment with tram systems in ur-

ban transit. The primary design principle im-plemented here was the eective combination

o electrically insulating system components

such as rail-base coating, rail chamber ele-

ments, and rail joint flling compound.

RHEDA CITY has been installed in numerous cit-

ies. Laboratory studies and measurements on

rail lines in operation have verifed the eective-

ness o the above-stated measures or reduction

o stray current.

rHda mrT

The RHEDA MRT ballastless track system was

especially developed or use with underground

and surace mass rapid transit networks. The ba-

sic principle corresponds to the RHEDA 2000

high-speed system, with modifcation o the in-

dividual components to meet the requirements

o urban mass rapid transit: adaptation that has

signifcantly reduced the structural height and

weight o the system. The system is thereore

optimally suited or use in tunnels, with simulta-

neous enhancement o quality, saety, and per-

manence. The MRT models can also be imple-mented as mass-spring systems.

urban transit

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RHEDA 2000

design & engineering

14

15

Bstess tk systes e se stutues tht e

hstoy st ey eet oso to oe-to -eee woks suh s o bus,

bes, tues. In many cases they cannot be de-

signed and tested according to the generally accepted rules

o good engineering practice. Particularly in the area o high-

speed rail trafc, they are subject to extremely high saety

standards. With respect to the budgetary and time-schedul-

ing constraints applied in major international projects, alter-

natives are available to long-term test series: i.e., other meth-

ods that have or many years now been successully practiced

in other felds o railway work such as train control and man-agement systems. For implementation o these methods - or

example, as set orth in CENELC standards, particularly in EN

50126 - track design must ollow a process that verifably as-

sures the saety and the reliability o the entire system and its

sub-systems, in addition to conormity with purely engineer-

ing requirements. This process must above all satisy two as-

pects: reliable break-down o the system into components,

as well as step-by-step development, detailing, and checking.

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Quality management

Ta invOlvd in Trac aliT aranc:

Checking o detail design and construction drawings, and

o the geodetic project

Verifcation o the quality management o the manuactur-

ers o sleepers and other components

Certifcation o the concrete supplier(s) or the track

Checking, documenting, and clearance o the track-posi-

tioning state beore concreting

Checking o delivery documents and conormity o the con-

crete suppliedChecking o the concrete technology, processing, and cur-

ing in the track

Supervision o rail handling: laying, welding, and grinding

Re-checking o the track position

Checking o the fnal documentation

Preparation o the quality report

Turnover with the line operator and other participants

To quty oes wthout sy o rail.On, hs

bee oe eeet o oote oy o the be-. Convincing evidence here is certifcation in accor-

dance with DIN EN ISO 9001: all work processes are subject

to continuous monitoring beginning with planning and engi-

neering, including production, and extending to logistics and

delivery. Documentation is by RAIL.ONEs own concrete lab-

oratories, all o which are monitored by ofcial testing bu-

reaus. The prime objective o the RAIL.ONE quality manage-

ment system is the assurance o conormity o all delivered

products, and ongoing enhancement o the satisaction o its

customers. Deutsche Bahn AG has likewise recognized the

competence and reliability o RAIL.ONE: classifcation as Q1

provider is the highest quality level, achieved or years by

RAIL.ONE. Ongoing RAMS tests or systems and system com-

ponents urther highlight the reliability and availability o

RAIL.ONE products.

Production in oreign countries requires in all cases harmo-

nisation o the standards and technical terms o delivery

applicable in Germany and in the respective oreign coun-

tries. The requirements resulting rom this harmonisation de-

cide the choice o local raw materials, concrete qualities, and

production processes. Proo o conormity o raw materials,

the concrete quality achieved, and the sleeper quality with

the requirements used as basis as well as certifcation oproduction as per DIN EN ISO 9001: all o this leads to ofcial

national approval.

The low structural height, the high track-geometry quality

or assurance o unctionality and long lie cycles, as well as

the permanent bonding o track concrete layer and sleeper

reinorcement these are the quality characteristics o the

RHEDA 2000 ballastless track system. Satisaction o these

strict demands requires perect interaction o good system

design with awless execution o construction. Integrated

quality assurance guarantees RAIL.ONE objectives: close su-

pervision o the entire process beginning with engineering, in-

cluding in-house production monitoring, up to execution onthe construction site.

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RHEDA 2000

pOiBl ind Of fOrmOr

Individually / manually (on site) manuac-

tured ormwork (e.g., timber ormwork)

Pre-abricated ormwork system elements

(usually o steel)

Pre-abricated (steel) ormwork system

elements with integrated rails or

construction vehicles

mBanmnT

Placing o the rost protection layer

using conventional construction

machines

Placing o the hydraulically bonded

layer using conventional construction

machines

civil TrcTr

n Preparation o the civil structure

surace and the possible track fxation

elements according to the individual

sub-/superstructure design

amBl On iT

Placing reinorcement

Placing o single sleepers and installa-

tion o track reinorcement

Installation o rails (temporary or inal)

pr-amBl

Pre-assembly o the track panels on

special sites

Transport and placing o the complete

track panels to the fnal installation

location

manal rOgH alignmnT

Liting and rough alignment o the track

panel using manual devices (rail jacks,

track alignment rames, etc.) and survey

instruments

aTOmaTic rOgH alignmnT

Liting and rough alignment o the track

panel using automatic devices: e.g.,

rough alignment machines, remotely

controlled by electronic surveying

instruments

installatiOn techniQues

The spreader-bar adjustment system involves a combined technique con-

sisting o the ollowing two elements: vertical adjustment by means o

spindles attached at the ends o the sleepers, and horizontal adjustment

by special spreader bars at the centre o the sleepers. The spindle adjust-

ment supports the track panel directly at the rail base and enables both

vertical as well as horizontal track-panel alignment.

With both techniques, the adjustment procedures are completed with ap-

proval granted by the survey engineer. The next step includes the casting

o the sleepers into a track concrete layer. Here, two measured points onthe rail may at intervals o 5 m have position or height dierences o no

The et joty o the b-bok seees o the rHda 2000 sys-

te e oue oy esey ostute outo ts.

This arrangement reduces transport costs to a minimum. As a result o the

simple installation technology, which does not require special equipment,

local track and civil -engineering companies can install the RHEDA 2000. In

addition, a surveying technique especially developed or the RHEDA 2000

system assures great exactness o track position and geometry. The align-

ment techniques used here using spreader bars and spindle -base adjust-

ment units enable precise alignment and securing o the track panel, evenunder the most unavourable o construction-site installation conditions.

Maximum precision during installation ensures exact

and long-lasting track positioning

gee oeew o rHda 2000 outo sequees, osst o u ehse stes o wok

assembly Of the

track panel

preparatiOn Of

the substructure

rOugh alignment

Of the track panel

installatiOn Of

the track fOrmwOrk

lOgistic activities

16

17

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vrTical final alignmnT

Vertical fnal alignment using the vertical

adjustment spindles o the spindle

brackets

Alignment o the required superelevation,

with adjustment o the proper angle o

the base plates o the spindle brackets

HOriOnTal final alignmnT

Horizontal fnal alignment using the

horizontal adjustment screws o the

spindle brackets

manal cOncrT placing

Manual concrete placing using concrete

bucket and crane

Manual concrete placing using concrete

pump

aTOmaTic cOncrT placing

Concrete placing using an automatic

concrete placing unit: e.g.,

concreting unit

cOncrT cring

Wetting o the concrete surace

Coating o the concrete surace with

curing liquid

Covering o the concrete surace with

plastic or textile sheets

avOiding Tr in nT cOncrT

Loosening o the rail astenings

final alignment Of

the track panel

placing Of the track

cOncrete

lOgistic activities

supplementary

wOrking steps

more than 2 mm with reerence to each other dimensions that demand

a maximum o exactness in concrete construction. The top-down installa-

tion procedure inherent to this system can optimally satisy these exact-

ing requirements. Production o special sleepers by RAIL.ONE with man-

uacture and installation o the RHEDA 2000 system by local construction

companies allows optimal economical cost/beneft relationship: both or

RAIL.ONE as well as or the local industry.

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RHEDA 2000

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TH nT TcHnOlOgical Tp: BallaTl Trac

iTHOT cOnTinO rinfOrcmnT

An additional system solution is the new ballastless track sys-

tem without continuous reinorcement. In its structural de-sign and unctional principle, it matches the current state

o the art in construction o transportation inrastructure

whereas, in contrast to the RHEDA 2000 system until now,

it has eliminated continuous reinorcement. This elimination

o reinorcement enables shortening o construction time and

reduction in costs. This modifcation has also minimized un-

wanted eects o the reinorcement on railway signalling sys-

tems and on the electrical grounding acilities. Analogous to

roadway construction, this new track system eatures provi-

sion o lateral dummy joints that enable controlled ormation

o cracks in the concrete track-supporting layer. These joints

are sealed to prevent the intrusion o water. The transer o

lateral orces, previously enabled by aggregate interlock, is

now provided by bolt anchors. Furthermore, the higher con-

crete grade C35/45 can be used, instead o the grade C30/37

employed until now. This achieves greater resistance to rost,

which in turn leads to longer lie cycles. Ballastless track with -

out continuous reinorcement can be executed either with or

without a hydraulically bonded layer.

maimm rliaBiliT and afT in planning,

cOnTrcTiOn, and OpraTiOn

Over the past 40 years, ballastless railway track has devel-

oped rom a niche product to internationally proven standardtechnology in the new construction o railway lines with spe-

cial requirements. One o the most inuential systems or ap-

plication o ballastless track with main-track sleepers is the

RHEDA amily o ballastless tracks. RAIL.ONE holds the pat-

ents or the latest and highest development stage o the

RHEDA 2000 model and o the RHEDA Berlin system.

The RHEDA 2000 system, as well as other models with

RHEDA technology, have until now been installed in more than

10 countries, in more than 2,000 km o tracks, and or more

than 150 turnouts and rail expansion joints. The required of-

cial approval has been obtained or each o the applications o

RHEDA 2000, including a Certifcate o Conormity in accor-

dance with European Union Directive 96/48 (Version 2001), or

the line rom Amsterdam to the Belgian border. The use o the

RHEDA 2000 system or the most widespread high-speed

train systems the Shinkansen, TGV/Thalys und ICE and or

the LZB, ETCS, and UM 71 signal systems verifes the com-

patibility o this ballastless system. On the basis o the ex-

tensive and widely varied experience gained with the RHEDA

2000 system, it oers a maximum o security or every user:

starting with the planning and approval phase, including in-

stallation, and extending to operation.

rheda 2000 a prOven systemwith wOrldwide reference prOjects

provision of bolt anchorfittings for the joints

concrete track-supporting

layer 240 mm

hydraulically bonded layer 300 mm

ballast supporting layer

track joints (filled with

sealing compound)

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