SLAB TRACK Recent developments in slab track

With the growth of traffic intensity itbecomes more and more difficult to carryout maintenance and renewal work. InThe Netherlands, night time possessions often lastno longer than 5 hours, and on the future high speedline in Korea (435 km from Seoul to Pusan) the max-imum effective possession is estimated at no morethan 11/2hours per night. In this respect, the currentincrease in popularity of low-maintenance trackdesigns is not the past, new projects were mainly assessed onthe basis of investment costs, whereas today the prin-ciple of life cycle costing is strongly emerging. As aresult of this new attitude, ballastedtrack concepts will loose attractive-ness in favour of slab TRACK considerationsPresently all over the world non-bal-lasted TRACK concepts are beingapplied, although still at a moderatevolume. The great advantages of suchstructures can be summarised as fol-lows: Reduction of structure height; Lower maintenance requirementsand hence higher availability; Increased service life; High lateral TRACK resistancewhich allows future speedincreases in combination with tilt-ing technology; No problems with churning ofballast particles at the low-maintenance characteristics of slab trackon open line are to be retained, great care must betaken to ensure that the subgrade layers are homoge-nous and capable of bearing the loads imposed.

european railway review 84 track design, which, like Stedef, also uses a rubber boot. Applications include the Channel Tunnel. Another twinblock variant related to Stedef is the

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