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SLAB TRACK
SYSTEM BBPORR ELASTICALLY SUPPORTED TRACK BASE PLATE

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GENERAL

PRODUCTION, STORAGE AND TRANSPORT

The slab track (ST), system BBPORR elastically supported

track base plate, has been jointly developed by the Austrian
Railway Corporation (BB) and Allgemeine Baugesellschaft
A. Porr AG. Since 1995 it has been the obligatory system in
Austria and since 2001 it has also been used in the construction of bridges and tunnels in Germany. No problems have
occurred on the tracks already in operation, covering a distance of approximately 100 km. The oldest section has been
in operation for 17 years without maintenance and service
costs.

Production is made in a prefabrication plant and/or a field

plant and is therefore independent of weather conditions. Due
to a complete quality assurance system a constant high quality is guaranteed and documented. The used steel formworks
are adjustable and so they completely cover all radii ranges.
Reductions, block outs, coverings, dowels etc. can be foreseen with millimetre accuracy using adequate layers. Due to
the just-in-time-principle storage place is as a rule provided
in the company plant only. From there the track base plates
are normally transported to their destination by wagon. The
5 t heavy plates are fastened using a special traverse grabbing into the grouting opening. Each of the track base plate
types is unmistakably marked with a corresponding bar code
set in concrete and can therefore be easily identified at any
time if intermediate storage is necessary. The unloading is
handled with the necessary unloading equipment (portal
crane or lorry with crane) or with any other lifting device if
intermediate storage is essential.

TRACK BASE PLATE (TP)

CONSTRUCTION
The principal element of this system is the elastically supported
track base plate. The track-base-plate-system BBPORR is
based on a 5,16 m long pre-fabricated reinforced concrete
plate with untensioned reinforcement. Thus eight pairs of
supporting points type Vossloh 300-1 are integrated at intervals of 65 cm. The sole of the plate as well as the tapered
grouting openings are provided with an elastic layer for
decoupling. This results in a reduction in the vibrations emitted into the foundation (damping of structure-borne noise).
The system weighs 1 t per linear meter and is therefore a light
mass-spring-system.

Production of track base plates in prefabrication plant

TRACK BASE PLATE SYSTEM BBPORR

Length

5,16 m (2,56 up to 5,16m)

Width

2,40 m (2,10 up to 2,40m)

Depth

16 cm (16 / 24 cm)

Openings

91 x 64 cm (top)
87 x 60 cm (bottom)

Weight:

50,00 KN (gross)
51,40 KN (using Vossloh 300-1)

Types:

Linear (R>3697 m)
Radii (R=200 up to 3697m)
Railway/suburban railway/underground
Rail: 60E1 (E2) / S54 / S48U

Optional intermediate storage of track base plates

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SLAB TRACK, SYSTEM

TRACK BASE PLATE BBPORR

50

The slab track system BBPORR elastically supported track

base plate, is built on a solid or low-subsidence base structure such as, for example, a tunnel invert, bridge construction
or hydraulically bond base layer on mass spring systems. As
a rule, the grouting thickness is > 8 cm and therefore the substructure height up to the upper edge of the track is 60 E1
(E2) > 47,3 cm. Through the tapered grouting openings a
positive locking compound of the track base plate and the
concrete joint sealing compound is achieved.

concrete joint
sealing
compound

upper edge of
the track 0.00

8 16 23

elastic
layer

30
2

chequer plate 7/9 zinc-dipped

track base plate

ASSEMBLING

50

1.800
1.800

30
2

block out
1800/700

18

zinc-dipped angle iron

18
-0.47

concrete subbase
1.836

-1.32

tubbing segment

-1.55
drainage piping
incline concrete

Block out in track base plate for pump shaft longitudinal section

BASIS FOR MEASUREMENTS AND SPECIFICATIONS

ACCORDING TO EUROCODE (EC)
2.400
upper edge of
the track 0.00

640

60E1(E2)

elastic
track bed

80

240
160 80

393
473

concrete joint
sealing compound

elastic layer

reinforcement

rough clean surface -- invert concrete

concrete joint sealing

compound opening
earth connection

track supporting component

640
650

650

650

650

650

Horizontal loads
Side shock H = 100kN, but horizontal force in
a mounting axle H = 60 kN; effects of starting
and braking
Reinforcement
Proportion of steel approximately 6 % - mild
steel 550, in case of mild steel 500 appropriately higher

920

650

Vertical loads
Freight train UIC 71
Heavy load train SW 0 acc. UIC 776-1E
Speed v = 250 km/h (A) respectively v = 330 km/h
Axle weight Pmaxstat. = 250 kN at v = 120 km/h
Wear out per support point:
Qdyn = 125 x 1,67 x 1,25 = 261 kN

650

5.200

Slab track system BBPORR cross section + top view

If a modified concrete joint sealing compound without reinforcement is used (> 4 cm), a construction height of > 43,3 cm
60 E1 (E2) can be achieved if necessary. This ensures the
essential flexibility, for example, to optimise cross sections of
tunnels and bridges or to realise track lowering in order to
obtain a bigger cross section (clearance) in already existing
old tunnels (for example Arlbergtunnel and Tauerntunnel).
Unlike sleeper systems, track base plates can provide big
block outs, for example for revision and bearing shafts wherever needed. Block outs of 1,80 m x 0,80 m have already
been utilized in the tunnel of the north-south-connection in
Berlin. By reduction of the track base plates, cable crossings
of 250 mm width can be planned.

Quality of concrete
Track base plates
C 30/37 / XC3 / XF3 / XA1L / GK 16 / F 52
Concrete joint sealing
compound > 8 cm
C 25/30 / XC3 / XF3 / XA1L / GK 8 / F 73 (scc)
C 25/30 / XC3 / XF3 / XA1L / GK 16 / F 73 (scc)
Concrete joint sealing
compound > 4 cm
C 55/67 / XC3 / XF1 / XA1L / GK 4 / F 73 (scc)
Weather conditions
Besides the safe carrying of the loads of the
railway traffic, the absorption of environmental
influences (temperatures) and the discharge of
surface flood water has to be secured reliably
on a long term basis. The track base plates are
connected with each other only by the passing
through tracks enabling a length compensation
within the 40 mm wide joints. Therefore any
deformations caused by temperature cannot
cause any damage. Furthermore the joints can
also be used for drainage.

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MODE OF OPERATION
The bedding necessary for the load distribution on the track is
guaranteed by the elasticity of the track mounting. In addition
the elastic rubber granulate layer, amounting to approximately 10 % of the total elasticity, has the effect that high forces are
well distributed and causes a reduction of the stress in the
multi-layered system.

Portal crane

Bedding of the supporting points and track base plates under traffic load

bedding measured in 6 MP /
calculated according to stress application
0,00
-0,50

bedding in mm

-1,00
-1,50
-2,00
-2,50
-3,00
-3,50

Laying of track base plates with lorry

-4,00
MP1

MP2

MP3

MP4

MP5

MP6

MP7

MP8

MP9

MP10 MP11 MP12

free bearing
stressed track
under consideration for plate bedding

Laying of under traffic load

PRODUCTION
Laying
The laying of the track base plates, which have a width of just
2,40 m (2,10 m), is normally done with portal cranes. This
enables the plates to be lifted forwards in the smallest possible space. In addition, no reloading or intermediate storage is
necessary, because the plates can be taken directly from the
transport wagon. In the case of islands or missing track connection, the take over and the laying of the track base plates
by lorry with loader arm is the usual practice.

In any case, the track base plates are being laid at the destination with an accuracy of + 1 cm in order to minimize the
work needed to adjust them.
Adjustment of tracks
After the partial spreading of the tracks positioned at the side,
the work of adjusting the final track begins by using a M36spindle. This method guarantees precise track set accuracy in
setting the track requiring no further correction.
Adjustment work is further reduced by an adequate track
geometry of the track base plates. Therefore the time involved
for the adjustment is reduced by up to 50 % in comparison to
other slab track systems.

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Concrete pumps up to 500 m

DAMAGE CONCEPT

Measurement of track positioning with track measurement wagon

A further advantage of the elastic layer is its separation from

the concrete. Therefore the two tapered grouting openings,
which prevent a lift off of the track base plate, can be cut free
or chiselled out and the track base plates can be replaced
separately within three to four hours.

Concrete
According to the space available, the concrete joint sealing
compound is applied either directly or through a hose pump
up to a maximum of 500 m. The use of a self-compacting concrete joint sealing compound enables a holohedral embedding
of the track base plate. As a result of the vibration-free concreting process (without vibrator), the fine-tuning of the track unit
is not affected. Furthermore, it is possible for these slab tracks
to be installed in a short railway block (example: East-WestConnection Berlin 2002) due to the fast setting process of the
scc-concrete. The concrete joint sealing compound is adequately reinforced in order to limit wide cracks.

Cut out top view + longitudinal section

Concreting of track base plate with scc (self compacting concrete)

Lifting top view longitudinal section

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Concreting of refurbishment-track base plate top view + longitudinal view

BASE STRUCTURES

Slab track in shield section

TUNNEL FLOOR

BRIDGE

Tunnel floors have normally no or little subsidence and

they are therefore an ideal base structure for slab tracks.
The slab track system BBPORR elastically supported
track base plate can be directly mounted onto the tunnel
floor. For surface dewatering every 50 m, or in the portal
areas every 25 m, semi-troughs are put diagonally into the
concrete joint sealing compound. The remaining spaces
up to the top layer of the concrete are usually filled with
gravel or concrete.

Bridge girder systems can, like tunnel floors, be used as a

direct base structure for the slab track. The horizontal pressure
is transferred within a narrow radius into the bridge construction by the use of concrete blocks. In Austria it is refrained from
the labour-intensive application of concrete blocks.

Noise absober track

Track base plate BB-PORR
Concrete joint sealing comound
Elastomer structure
Supporting structure

1,5%

Balast

2%

Ballast
Concrete blocks

Track axle

Tunnel axis

Track axle

1.600

1.520
86.0

Bridge with slab track on Elastomer mat sectional view

1.700

3.300
66.0

1.730

Bridge axle

1.680
1.570

74.0

94.0

Ballsting

45.5 32.5
78.0

Track base plate

+0,18

SOK 0.00

Concrete joint se al ing compound

-0.60

Shield section Sectional view

Berlin Main station Lehrter railway bridges with slab track

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Longitudinal member

Track 60E1(E2)

Track base plate

Cross member

EARTH STRUCTURE
The laying of earth structures is done on a load distribution
plate or a hydraulically bond supporting layer. Based on the
high degree of prefabrication of the track base plates and the
relatively small grouting openings, quality influences due to
weather conditions are kept fairly low. This also applies to
mounting on bridge constructions.

Rail axle

Essential differences occur due to the rather high deformation, by disfigurement or shrinkage, caused by temperature
differences, subsidence, or traffic loads as well as creep and
shrinkage. Especially at the bridge joints deformations can
cause unacceptably high track tension and lifting of track supporting points. In such cases special track-crossing constructions are necessary in order to reduce deformations to an
acceptable extent. For example, on the 25 bridge girder systems of the east-west-connections, a total of 50 special trackcrossing constructions were built, and twelve joining areas
were directly built over with slab tracks (on extensive sliding
bearings).

Partial
Absorbing plates
drainage pipe
made of concrete
drainage material
DN 200
ballast

Track axle

70270 Feste Fahrbahn Englisch

Concrete joint
sealing
comound

Upper edge
of track
0,00

Bitumen cating
Balast,
granulate 1
washed

Track base plate

49

2:3
Steel concrete distribution
plate d = 30 cm

6%
20

2.40

-0.80
20
Soil exchange

Bitumen cating
WU concrete (C25/30)

210

Elastically supported
track base plate

210

Open section cross section

Section A-A

Steel wedge
Track 60E1(E2)

49

Concrete

Bearing
4x longitudinal member
79.2

70.6

Cross member

Bearing

79.2

Track crossing construction longitudinal section + cross section

Track crossing construction (track support structure)

Slab track Open section

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Track axle

MASS SPRING SYSTEMS

In case of increased demands on protection against structureborne noise, the system can be layered on a mass spring
trough (example: cross section mass spring system in tunnel)
or in case of lower construction heights, directly on the extensive elastomer support (example: cross section mass spring
system on bridge).

Concentric noise absorber

Track base plate
Concrete joint sealing compound
Elastomer mat
Supporting
Noise absorber at the
structure
edges
Balast
2%

The possibility of making block outs in any part of the track

base plate, enables a space-saving positioning of the bearing
shafts in the track axle.

Elastomer mat

Concrete block

Elastomer mat

Slab track on extensive elastomer bearing (mass

spring system without trough) sectional view

Due to the low height of the system (> 47,3 cm), mass spring
systems without troughs can be produced for low construction heights, for example 25 Hz on approximately 50 cm. On
the bridges of the main station Lehrter Bahnhof, a softer elastomer was applied in the centre of the concrete blocks area,
unlike in the side areas, in order to avoid punching.

Bearing shaft with bearings when lifting the mass trough

Rail 60E1 (E2)

Steel concrete mass trough

elastic singel bearings

Slab track in shield section cross section

Application of elastomer

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ADAPTATION OF ADDITIONAL EQUIPMENT

ADAPTATION OF ADDITIONAL EQUIPMENT

The track base plates provide a prefabricated bearing surface

with millimetre accuracy, for example, in order to absorb the
noise of traffic and railway crossings. Therefore, dowels with
millimetre accuracy, can be used, for example, for guard rails,

blockages, track magnets and conductor rails. In areas of frequency control, the reinforcement can be insulated against
outside influences.

Noise absorber

Section A-A
Guard rail
Track magnet

Adapter plate

Thread rod

Compensating plate
Anchorage device

Elastomer base plate

Base plate

Elastomer
base plate

Section B-B
Blockage
Conductor rail support REHAU
height adjustable

Adapter plate
Compensation plate

Elastomer base plate

Adapter plate
Elastomer base plate

Compensation plate

Section C-C

Coated reinforcement
for example using AGROVAN 209

Additional equipment of the track slab system BB-PORR sectional view + top view

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TRANSITION FROM BALLAST TO SLAB

TRACK

TRANSITION FROM BALLAST TO SLAB

TRACK

Transition from ballast to slab track system, track base plate

BBPORR, is carried out according to the standard catalogue for building slab tracks (4th edition) or in accordance

with the BB regulation RZ no. 17220. The ballast area is

solidified by the use of a well-tried procedure with synthetic
resin.

sterreich RZ 17220
Section A-A

Section B-B
65

60

60

ca. 60
ca. 30

6.5

65

24.5

Track base plate

Concrete joint sealing compound
Hydralically
bond foundation

Concrete subbase

Hydralically
bond foundation
Upper edge
of foundation

Upper edge
of foundation

Slabtrack

Ballast

Slab Track with

prestressed-concrete sleepers
Number of sleepers 2,4 m long
8 straight
16 bent

Slabtrack (FF)
Track base plate

Ballast
15 reinforced concrete sleepers
2,60 m long
15m
Trackform 60E1(E2)

2.800
2.400

60

65

65

60

Elastic bond ballast

20 Stk. Point concrete sleepers

12.00 m

Ballast with
standard sleepers

Tuxiliary track: track form 60E1(E2)

60

60

60
Elastically bonded ballast 30.00 m - 35.00 m

Full bonding 2.60 m wide approx

0,15 m deep
7.2 m

Partial bonding: (1) rail foot 0.7-0.8 m wide, 0.15 m deep

2. Every second space 0.15 m deep

22.8 m

Surface bonding includes strip along sleeper ends, 0.2-0.3 m wide and 0.2-0.3 m deep

30.00 m - 35.00 m

Transition area slab track / ballast (Germany) longitudinal section, top view + sectional view

10

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REFERENCES

REFERENCES

Finally, the BBPORR slab track system, is impressive

because of the visible concrete quality of the prefabricated

parts and because its application has now been maintenancefree for over 17 years.

PROJECT

YEAR

SPECIFIC FEATURES

Langenlebern

1989

Test track in the field

Tauerntunnel

1992

Tunnel refurbishment track 2

Helwagbrcke

1993

New bridge construction

New tunnel construction, light mass spring system, bridge

TRACK LENGTH
264 m
2.629 m
52 m

Galgenbergtunnel

1996/1997

Rmerbergtunnel

1997

New tunnel construction, light and medium mass spring system

638 m

Zammertunnel

1998/1999

New tunnel construction, light and medium mass spring system

4.477 m

Kaponigtunnel

1999

By-pass Melk

1999/2000

New tunnel construction and bridge, light mass spring system

Wachbergtunnel, Melker tunnel, bridge

11.040 m

11.170 m
9.042 m

and field, light mass spring system

Wolfsgrubentunnel/Arlbergtunnel

1999/2000

New tunnel construction, medium mass spring system

Siebergtunnel

2000/2001

New tunnel construction

S7-Rennweg Airport

2001/2002

New tunnel construction, medium mass spring system

3.250 m

New tunnel construction

4.865 m

Tunnel refurbishment track 1 + 2

9.880 m

Blisadonatunnel
Tauerntunnel

2002
2002/2003

3.730 m
12.902 m

Unterwaldertunnel

2003

New tunnel construction

2.480 m

Junction Rohr

2003

New tunnel construction

1.691 m

Junction Wagram

2003

New tunnel construction

2.870 m

Bridges/light mass spring system track base plate on

4.690 m

Lehrter Bahnhof

2001/2002

(east-west-connection)
Lehrter Bahnhof

slide bearings 50 joint crossing constructions

2002/2006

(north-south connection)

New tunnel construction / light, medium and heavy

8.944 m

and heavy mass spring system / big block outs

Birgl- and Kennlachtunnel

2004

New tunnel construction and light mass spring system

2.650 m

Pistentunnel S7

2005

New tunnel construction, medium and heavy mass spring system

1.412 m

Lainzer Tunnel

2006/2007

under construction

4.550 m

Arlbergtunnel

2007/2009

under construction

20.812 m

TOTAL

124.038 m

11

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ABAP Ref. 317B / 02.07 / 0,25 M

Fotos: PORR-Archiv

70270 Feste Fahrbahn Englisch

PORR TECHNOBAU UND UMWELT AG

A-1103 Vienna, Absberggasse 47
Tel. 0043 (0)50 626-1509 | Fax 0043 (0)50 626-1651
www.porr.at | bahnbau@porr.at

The reference brochures of the PORR Group (from ABAP Nr. 217 on) can be downloaded from www.porr.at