EN 16432-3:2021
(Main)Railway applications - Ballastless track systems - Part 3: Acceptance
Railway applications - Ballastless track systems - Part 3: Acceptance
This document specifies the implementation of ballastless track system designs and the criteria for the acceptance of works concerning construction of ballastless track systems. It does not include any criteria for inspecting, maintaining, repairing and replacing ballastless track systems during operation.
Bahnanwendungen - Feste Fahrbahn-Systeme - Teil 3: Abnahme
Dieses Dokument legt die Implementierung von FF-Systementwürfen und die Kriterien für die Abnahme von Arbeiten bezüglich der Ausführung von FF-Systemen fest. Es beinhaltet keine Kriterien für die Inspektion, Instandhaltung, Reparatur und den Austausch von FF-Systemen während des Betriebs.
Applications ferroviaires - Systèmes de voies sans ballast - Partie 3 : Réception
Le présent document spécifie la mise en œuvre des systèmes de voie sans ballast et les critères de réception des travaux concernant la construction de systèmes de voie sans ballast. Il n'inclut aucun critère lié au contrôle, à la maintenance, à la réparation et au remplacement des systèmes de voie sans ballast en exploitation.
Železniške naprave - Progovni sistemi z utrjenimi tirnicami - 3. del: Prevzem
Ta del standarda EN 16432 določa metode za izvedbo zasnovanih progovnih sistemov z utrjenimi tirnicami in merila za sprejetje del v zvezi z izgradnjo progovnih sistemov z utrjenimi tirnicami. Ne vključuje nobenih meril za pregledovanje, vzdrževanje, popravljanje in zamenjavo progovnih sistemov z utrjenimi tirnicami med delovanjem.
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
01-januar-2022
Železniške naprave - Progovni sistemi z utrjenimi tirnicami - 3. del: Prevzem
Railway applications - Ballastless track systems - Part 3: Acceptance
Bahnanwendungen - Feste Fahrbahn-Systeme - Teil 3: Annahme
Applications ferroviaires - Systèmes de voie sans ballast - Partie 3 : Réception
Ta slovenski standard je istoveten z: EN 16432-3:2021
ICS:
45.080 Tračnice in železniški deli Rails and railway
components
93.100 Gradnja železnic Construction of railways
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EN 16432-3
EUROPEAN STANDARD
NORME EUROPÉENNE
November 2021
EUROPÄISCHE NORM
ICS 93.100
English Version
Railway applications - Ballastless track systems - Part 3:
Acceptance
Applications ferroviaires - Systèmes de voies sans Bahnanwendungen - Feste Fahrbahn - Teil 3: Abnahme
ballast - Partie 3 : Réception
This European Standard was approved by CEN on 13 September 2021.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2021 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16432-3:2021 E
worldwide for CEN national Members.
Contents Page
European foreword . 3
1 Scope . 4
2 Normative references . 4
3 Terms and definitions . 4
4 Symbols and abbreviations . 5
5 General . 6
5.1 Overview . 6
5.2 Validation of fitness for construction of a novel ballastless track system design . 6
5.3 Establishing the criteria for acceptance of work . 7
5.4 Integration in the assurance process/Works Acceptance Plan (WAP) . 7
6 Acceptance of works . 8
6.1 Track geometry and position . 8
6.2 Track stiffness . 9
6.3 Track stability . 10
6.4 Durability . 10
6.5 Drainage . 11
7 Acceptance of substructure and subsystems . 11
7.1 General . 11
7.2 Acceptance of substructures . 11
7.3 Acceptance of pavements . 13
7.4 Acceptance of intermediate layer . 17
7.5 Acceptance of prefabricated element (sleeper, block, slab, frame) . 18
7.6 Acceptance of fastening systems . 18
7.7 Acceptance of rails . 18
7.8 Specific measures for switches and crossings and rail expansion devices . 19
8 Acceptance of system specific installation methods . 19
8.1 Ballastless track system with continuously supported or embedded rails . 19
8.2 Ballastless track system with discrete rail seats on prefabricated element,
supported by a pavement . 20
8.3 Ballastless track system with discrete rail seats on prefabricated element,
independent from the surrounding concrete filling layer or pavement . 21
8.4 Ballastless track system with discrete rail seats on prefabricated element,
monolithically integrated in a pavement . 22
8.5 Ballastless track system with discrete rail seats on a concrete pavement . 22
Annex A (informative) Risk assessment of novelty in a proposed ballastless track system
design . 24
Annex B (informative) Material acceptance tests for intermediate layers . 25
Bibliography . 26
European foreword
This document (EN 16432-3:2021) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by May 2022, and conflicting national standards shall be
withdrawn at the latest by May 2022.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia,
Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland,
Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of North
Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United
Kingdom.
1 Scope
This document specifies the implementation of ballastless track system designs and the criteria for the
acceptance of works concerning construction of ballastless track systems. It does not include any criteria
for inspecting, maintaining, repairing and replacing ballastless track systems during operation.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 206, Concrete — Specification, performance, production and conformity
EN 12390-5, Testing hardened concrete — Part 5: Flexural strength of test specimens
EN 13231-1:2013, Railway applications — Track — Acceptance of works — Part 1: Works on ballasted
track — Plain line, switches and crossings
EN 13848-2, Railway applications — Track — Track geometry quality — Part 2: Measuring systems —
Track recording vehicles
EN 13848-6:2014+A1:2020, Railway applications — Track — Track geometry quality — Part 6:
Characterisation of track geometry quality
EN 13877-2, Concrete pavements — Part 2: Functional requirements for concrete pavements
EN 14587 (all parts), Railway applications — Infrastructure — Flash butt welding of new rails
EN 14730 (all parts), Railway applications — Track — Aluminothermic welding of rails
EN 16432-1:2017, Railway applications — Ballastless track systems — Part 1: General requirements
EN 16432-2:2017, Railway applications — Ballastless track systems — Part 2: System design, subsystems
and components
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at https://www.electropedia.org/
3.1
tolerance
permissible deviation from reference or specified value
3.2
relative track geometry
group of parameters defining the position of the rails, usually the following: track gauge, alignment,
longitudinal level, twist and cross level
Note 1 to entry: As described in EN 13848 series.
3.3
absolute track position
position of the track when measured from external absolute references
EXAMPLE Network of geodetic reference points
3.4
alignment
horizontal position of the rail or the track in relative or absolute co-ordinate system
3.5
longitudinal level
vertical position of the rail or the track in relative or absolute co-ordinate system
3.6
design
calculations, drawings, evidence and specifications relating to the materials and configuration of
ballastless track for a specific project or location within the project
3.7
system design
process of applying a systematic approach to ensure that all elements specified will work together to fulfil
the performance requirements
3.8
ballastless track system
entire structure of a ballastless track from rail to substructure interface and not just a proprietary
subsystem or components
Note 1 to entry: See EN 16432-2:2017, Figure 1.
3.9
substructure
earthworks (embankment, cutting or at-grade) or bridges (or similar civil structures) or tunnel floor that
lie below the ballastless track system
4 Symbols and abbreviations
Symbol/Abbreviation Definition
T Surveying tolerance
M
T
Geodetic tolerance
G
T
Construction tolerance
A
ITP Inspection and Testing Plan
WAP Works Acceptance Plan
G (j) Power Spectral Density
x
dF Spacial frequency interval
Symbol/Abbreviation Definition
D0, D1, D2 Wavelength ranges
E
Deformation modulus
v2
CRCP Continuously Reinforced Concrete Pavement
JPCP Jointed Plain Concrete Pavement
5 General
5.1 Overview
The following paragraphs provide a short guidance through the standard.
5.2 provides a procedure how to identify whether a ballastless track system design is novel and proposes
measures for implementation. For the acceptance of any track system, a Works Acceptance Plan should
summarize all steps and criteria for acceptance as described in 5.3 and 5.4.
Clause 6 defines the key acceptance criteria for ballastless track after completion. All criteria defined in
the following Clauses 7 and 8 aim to ensure that the overall criteria as defined in Clause 6 are met during
construction.
Clause 7 defines criteria for subsystems which are used in various ballastless track systems.
Clause 8 defines criteria for specific types of ballastless track systems.
5.2 Validation of fitness for construction of a novel ballastless track system design
The Common Safety Method for risk assessment, or an equivalent methodology, shall be used to
determine the significance of novel aspects of a proposed ballastless track system, (for example, see
informative Annex A).
To determine the significance of novel aspects of a proposed ballastless track system, a risk assessment
methodology (e.g. the Common Safety Method or an equivalent method) shall be used.
NOTE 1 National rules can be applied.
NOTE 2 An introduction to risk assessment is provided in the informative Annex A.
Where differences (or new aspects) are identified, then additional requirements shall be agreed between
supplier and customer, based on the findings of the evaluation.
If a proposed design is significantly different from any existing design, it should be considered a new
design.
Unless otherwise specified, a new ballastless track system design (for the design itself see part 2) can be
accepted based on the acceptance of the subsystems and an agreed step-by-step procedure of the
following tests (but not limited to):
— Laboratory tests designed to study especially the behaviour and the load transfer performance of the
interfaces in-between different subsystems under design load combinations (mechanical, thermal…);
— Installation test by building a short (50 m) track section to demonstrate the ballastless track system
installation. The documentation should also cover the analysis and evaluation of tolerances;
— In case of a positive evaluation of the laboratory test and the installation test, a test section may be
built. It is recommended to install the test section along a line, representative of the planned
application of the ballastless track system. The test section should be tested and monitored based on
an agreed testing and monitoring regime. Where appropriate, testing and monitoring should cover a
period that represents the characteristic climatic conditions.
5.3 Establishing the criteria for acceptance of works
Criteria for the acceptance of works shall be developed from the detailed system design and specifications
in accordance with EN 16432-2. The complete set of criteria thus developed shall encompass all identified
performance risks for the specified design life and define how they shall be inspected, checked or tested.
This set of criteria shall include all the requirements that influence how the ballastless track system
interacts with other elements of the railway system.
The acceptance process for the ballastless track system shall be completed before the start of in-service
traffic. The different subsystems (see EN 16432-2) shall be validated prior to installation of the
subsequent subsystem.
The long term (designed) performance required for a safe and economically sustainable ballastless track
is, in part, dependent on the quality of installation. There is a need during construction for rigorous
inspection, monitoring and, where appropriate, testing.
In view of the more permanent nature and higher performance to be expected from a ballastless track
certain quality controls and evidence, different from those applying to ballasted track, need to be
provided.
A failure to meet the defined criteria may be corrected by remedial measures to the track or by a revision
of the design considering the achieved as-built parameters.
5.4 Integration in the assurance process/Works Acceptance Plan (WAP)
To integrate the acceptance criteria into a project assurance process, a form of documentation to plan all
the necessary tests and inspection work during and after construction should be prepared.
A WAP shall be created to set out all agreed measurements, tests and reports required to provide
evidence that the works have met the specified criteria. Where a System Assurance Plan has been
generated in the design phase (see EN 16432-2:2017, 6.2) this may be developed to form or incorporate
the WAP.
The final WAP should implement a risk-based approach to decide what level of verification is necessary.
The degree of novelty and level of risk (uncertainty and consequence, see 5.2) should be used to decide
the tests, inspections and their frequency, to gather the evidence needed to support the acceptance.
Reference to national codes of practice or other standards could also be required to define typical
frequencies of tests and inspections.
The WAP should detail all the requisite Inspection and Testing Plans (ITP) that define both the applicable
tests and the stage in construction to provide a progressive assurance process. This should recognize the
linear and layered nature of track construction work and ensure that required tests are instigated and
checked from the commencement of works and applied in an ongoing process to avoid the incorporation
of hidden defects. The verification should be defined based on quantifiable measures and include
pass/fail criteria that have a reasonable basis and defined method of measurement, including
methodology and number of tests.
The criteria in the WAP shall ensure that the various subsystems (as defined in EN 16432-2) have been
accepted on a progressive basis prior to installation of subsequent subsystems.
6 Acceptance of works
6.1 Track geometry and position
6.1.1 Introduction
The relative track geometry and the absolute track position shall be checked and documented after
completion of the work.
6.1.2 Relative track geometry
6.1.2.1 General
Unless otherwise specified, the relative track geometry shall be in accordance with EN 13231-1.
The tolerances in EN 13231-1:2013, Table 1 and Table 2, are for loaded track measurements. For
unloaded track measurements, the customer can specify the tolerances for the relative track geometry
parameters, which can be stricter than the tolerances for loaded track measurements.
6.1.2.2 Additional requirements for V > 160 km/h
To avoid deviations of track geometry in the long wavelength range, the unloaded track geometry shall
be checked before final fixation of track alignment and longitudinal level (e.g. before concreting). Unless
otherwise specified, the following criteria and limits shall be applied:
— Maximum allowable deviation of versine ≤ 2 mm using a 30 m chord for track alignment and
longitudinal level (overlap of chords 5 m). This check shall be done for all rail seats;
and
— Maximum allowable deviation of versine ≤ 10mm using a 300 m chord for track alignment and
longitudinal level (overlap of chords 150 m). This check shall be done for all rail seats.
To avoid negative effects of wavelike deviations of loaded track geometry up to 50 m on the running
behaviour of rail vehicles the waviness of track alignment and longitudinal level shall be checked
separately.
The loaded track geometry data shall be recorded using track recording car measurement and signal
processing procedures according to EN 13848-2. The track recording car shall be able to measure the
track geometry according to the required wavelength range of at least 1 m to 70 m.
NOTE 1 This wavelength range includes D0 (wavelength 1 m ≤ λ ≤ 5 m), D1 (wavelength 3 m ≤ λ ≤ 25 m) and
D2 (wavelength 25 m ≤ λ ≤ 70 m) according to EN 13848-1.
Track deviations shall be determined based on wavelength (inverse of spatial frequency) and evaluated
e.g. using Power Spectral Density PSD (see EN 13848-6:2014+A1:2020, 5.6).
The Power Spectral Density G (j) is determined by the squared effective value of the track deviation
x
divided by the spatial frequency interval dF.
The Power Spectral Density of track deviations for both the track alignment and the longitudinal level
should not exceed the limit shown in Figure 1 in a spatial frequency range of 0,015 [1/m] to 1 [1/m].
If peaks of a determined PSD exceed the limit in Figure 1, the specific root cause should be investigated
and the required actions agreed between supplier and customer.
NOTE 2 For calculating PSD of the track geometry parameters “track alignment” and “longitudinal level” an
equidistant spatial frequency spacing of 0,000 5 [1 / m] and a rectangular window function can be used.
Key
X Spatial frequency [1/m]
Y G [(m^2)/(1/m)]
x
Figure 1 — Limit for power spectral density for track alignment and longitudinal level
6.1.3 Absolute track position
The absolute track position shall be in accordance with EN 13231-1.
Unless otherwise specified, the unloaded track shall comply with Class AP 1 of EN 13231-1:2013, see
Table 1.
Table 1 — Tolerances for the deviation from design track position
Class Vertical position Lateral Longitudinal position of the
position switches and crossings
mm mm mm
AP 1 ±10 ±10 ±10
6.2 Track stiffness
6.2.1 Vertical track stiffness
The vertical stiffness performance of the subsystems and components providing the designed vertical
track stiffness of the ballastless track system shall be specified during track design and verified prior to
the track construction. Therefore, no on-site testing is required to demonstrate the vertical track stiffness.
NOTE The requirements for the subsystems or components providing the elasticity (e.g. EN 13481-5 for
fastening systems) are decided by the ballastless track designer and verified by subsystems and components
approval testing (e.g. EN 13146-9 for fastening systems).
Alternatively, local measurements of absolute or relative rail deflections can be performed. Based on the
measured rail deflections, the track stiffness can be calculated. In this case, a suitable measurement
procedure including reference load shall be described.
6.2.2 Vertical track stiffness uniformity
Vertical track stiffness should be uniform along the track except along designed transitions to control
additional dynamic vehicle-track interaction forces.
If it is agreed to use the loaded track geometry (by using track recording cars) as reference for acceptance,
no additional on-site testing is needed as long as the track geometry is within the limits of 6.1.2.
Alternatively track stiffness recording vehicles can be used for acceptance.
If alternative methods for determination of dynamic factors for ballastless track design according to
EN 16432-1 are applied, then the demonstration of uniformity of track stiffness by on-site measurements
can be performed according to the method accepted for the design.
6.3 Track stability
6.3.1 Key acceptance criteria for new design
Track stability shall be demonstrated according to EN 16432-2:2017, 6.5.
NOTE Track stability of ballastless track system design following EN 16432-2:2017, 6.5 is of special
importance and can be demonstrated with the help of a laboratory test, on site testing or calculation.
6.3.2 Key criteria for acceptance of work
Documentation shall be provided demonstrating that interfaces between different subsystems have been
built according to the ballastless track system design.
If the ballastless track system uses connectors (elements designed to accommodate horizontal forces
between subsystems) the correct number and sequence of connectors shall be checked. All connectors
shall comply with the design and it shall be documented that the installation has been done according to
the designed installation procedures.
6.4 Durability
The durability criteria for the acceptance of works have been defined in the design, according to the
materials used and the design concept applied (see EN 16432-2:2017, 6.2 System assurance plan). For
application to the constructed works, the durability shall be defined in terms of:
— what is acceptable;
— what is unacceptable.
NOTE This is related to the materials and components, subsystems or layers, environmental requirements, e.g.
exposure classes for concrete.
This should include guidance on what is considered with respect to performance and safety.
Where the installed works do not meet the criteria, the constructor shall be permitted to propose, with
evidence, that a specific problem is not structurally significant or, their method of rectifying the defect
that relates to the specific location and significance of the defect.
6.5 Drainage
All drainage paths that could affect the performance of the track shall be checked with regards to
functionality.
It shall be ensured that the drainage is free from debris and that the surface roughness and slopes are in
accordance with the design. If the drainage is easily accessible this can be done by visual inspection. For
parts of the drainage that are not easily accessible, e.g. pipes, cameras can be used for inspection.
Inspections should also make sure that no alterations nor additions have been made to the design that
can hinder drainage, e.g. noise barriers or location specific cabling.
7 Acceptance of substructure and subsystems
7.1 General
Because some parameters cannot be checked after completion of works, and because they have influence
on the quality and the durability of the ballastless track, the items listed below should be checked during
track construction.
7.2 Acceptance of substructures
7.2.1 Introduction
Before commencement of construction of a ballastless track system, the substructure over which it is to
be built should be checked to ensure that the critical parameters identified in the design have been
complied with and are fully understood.
7.2.2 Ballastless track on earthworks
As a minimum requirement, the following verifications should be undertaken before commencement of
the construction:
— Verification of the type and date of original acceptance testing of the formation of the earthworks
(e.g. deformation modulus E ). If there is a risk of change of structural performance of the
v2
earthworks since completion, then new tests should be arranged to verify the design condition
remains valid;
NOTE 1 Refer to EN 16907-5 for information on acceptance testing methodologies for earthworks.
— Verification that estimated remaining settlement or heave is within the design allowances (total and
differential settlements or heave);
— Where heave of the subsoil is a risk identified in the design, the required controls and checks shall be
applied.
NOTE 2 Residual risks following completion of the earthworks can relate to whether any precipitation or traffic
has acted on the formation surface causing disturbance or changes in moisture content.
A verification of the drainage function should be undertaken prior to commencing the construction (see
6.5).
7.2.3 Ballastless track on bridges
The following parameters of a bridge shall be verified against design prior to commencing the
construction:
— geometric requirements on the constructed deck of a bridge structure to confirm that adjustments
or precautions defined in the design to account for e.g. precamber or temperature, can be applied or
if modifications are necessary;
— actual bridge geometry with respect to changes because of loading conditions;
— bridge deck length and gaps between deck ends at a measured temperature;
— actual status of deformation and displacement due to concrete creep and shrinkage in comparison
with design;
NOTE E.g. if track construction is sooner than the predicted creep and shrinkage period.
— the level of the bridge deck in relation to top of rail to determine that the construction depth of the
ballastless track system can be achieved;
— the amount of settlement at bridge piers and abutments;
— waterproofing measures;
— drainage system;
— shear connection to the d
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