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This DB manual provides specialists and managers who plan and
execute work on the permanent way with knowledge concerning

the interaction of personnel, machines, devices and track
equipment during permanent way maintenance. The authors
clearly describe the work procedures involved in the repair and
installation of tracks and switches, including ballast cleaning and
mechanical tamping work. Both formation rehabilitation methods
and day-to-day maintenance are dealt with.
The reader is familiarised with inspection and maintenance work
as well as the acceptance of permanent way services. The authors
also deal with the relatively new topic of ballastless permanent
way systems (ballastless track system) and provide an outlook
concerning further developments in track maintenance machines
and working procedures.
Bahn Fachverlag
www.bahn-fachverlag.de
ISBN: 978-3-943214-03-1
DB Manual Work procedures for

permanent way maintenance
DB Manual
EX
TR A
C T!
Work procedures
for permanent way
maintenance
7th revised and
extended edition
Lothar Marx
Dietmar Momann
In co-operation with:
EX
TR A
Published by Bahn FachverlagC
T!
DB Manual
Lothar Marx Dietmar Momann
EX
TR A
C T!
Work procedures for

permanent way maintenance
7th revised and extended edition
German National Library bibliographic information

The German National Library catalogues this publication in the German National Bibliography; detailed
bibliographic information can be found in the Internet under http://dnb.d-nb.de.
Lothar Marx Dietmar Momann

Work procedures for permanent way maintenance
DB manual
7th revised and extended edition Bahn Fachverlag GmbH, Berlin 2012
Publisher:
Bahn Fachverlag GmbH in co-operation with DB Training, Learning & Consulting
Bahn Fachverlag GmbH, Berlin 2012
All rights, including translation into foreign languages, are reserved by the publisher. No part of this work may be
reproduced, processed, copied or distributed in any form (photocopy, microfilm or any other procedures), including
for training purposes, using electronic systems without the written approval of the publisher.
The names of products mentioned in the book which are simultaneously registered trademarks have not been
specifically identified. The absence of the symbol does not therefore infer that the name is a free product name.
Nor is any reference made to the existence of patents or utility model protection.
Title photo: DB Bahnbau Gruppe/Benz
Illustrations without source information: L. Marx/D. Momann
Cover design and layout: DB AG; CRUFF, Berlin
Printing and binding: Laub GmbH & Co. KG, Elztal-Dallau
Printed in Germany
ISBN: 978-3-943214-03-1
EX
Contents
Preface
TR A
C T!
19
General
21
Track equipment
25
2.1
General
25
2.2
The rails
25
2.2.1
Insulated rails
26
2.2.2
Insulated joints
26
2.3
The sleepers
28
2.3.1
The wooden sleepers
28
2.3.2
The steel sleepers
28
2.3.3
The reinforced concrete sleeper
30
2.3.4
Special forms of concrete sleeper
31
2.4
The sleepers of the ballastless track system
32
2.5
The rail fastening
35
2.5.1
The rail pad
35
2.5.2
The types of rail fastening
36
2.6
The ballast bed
41
Substructure
42
3.1
General
42
3.2
Substructure of new tracks
44
3.2.1
Substructure foundation
45
3.2.2
Checking load-bearing capability and rate of compression
46
3.2.3
Measures to prevent embanking settling
46
DB manual - Work procedures for permanent way maintenance
3.2.4
Draining the track formation
47
3.2.5
Drainage systems
47
3.3
Substructure of old tracks
48
3.3.1
Substructure redevelopment
49
Line layout and routing
50
4.1
General
50
4.2
Principles of line layout:

Discretionary and approval limit values
50
4.3
Route elements
51
4.4
Fundamentals of routing
52
4.4.1
The curved track
52
4.4.2
Superelevation
52
4.4.3
Lateral acceleration
53
4.4.4
Compensating superelevation
53
4.4.5
Determining superelevation
53
4.4.6
Unbalanced superelevation
54
4.4.7
Excess of superelevation
55
4.4.8
Minimum superelevation
55
4.4.9
Standard superelevation
55
4.5
Transition curves and superelevation ramps
56
4.5.1
The transition curve
56
4.5.2
Reverse curve with transition curve
56
4.5.3
Superelevation ramps
57
4.5.4
Ramp forms
57
4.6
Longitudinal track pull
58
4.7
Slope and gradient change
58
4.7.1
Graduated gradient change
58
Maintenance terms
60
EX
5.1
General
5.2
Explanation of individual terms and meaning for the

permanent way
TR A
C T!
60
60
Inspection
63
6.1
Inspections on foot/inspection runs
63
6.1.1
Track inspections on foot
63
6.1.2
Track inspection runs (see guideline 821.2004)
64
6.2
Measurement runs
65
6.2.1
Checking the track geometry with track inspection vehicles

(see guideline 821.2001)
65
6.2.2
Technical driving inspections (see guideline 821.2002)
71
6.2.3
Ultrasonic test runs
73
6.2.4
Rail inspection train equipment
80
6.3
Manual measurements
83
6.3.1
Switch diagnosis system VAE ROADMASTER 2000
85
6.4
Foundation survey
88
6.4.1
General
88
6.4.2
Execution of the geotechnical survey
89
6.4.3
Evaluation of results
97
6.4.4
Construction execution
99
6.4.5
Conclusion
99
6.4.6
Application of the ground-penetrating radar
100
6.4.7
Geotechnical survey report for maintenance work
111
6.5
Evaluation and measures
117
6.5.1
General
117
6.5.2
Integrated inspection system (IIS)
117
6.5.3
Near-surface defects in rails
126
6.5.4
Planning of measures for track maintenance

(see guideline 823.0100A02)
130
6.5.5
Special inspections with the GeoRail Xpress
136
Maintenance
142
7.1
Weed killing on and alongside railway tracks
142
7.1.1
Weed killing on railway tracks using pesticides
143
7.1.2
Weed killing outside of tracks

using mechanical procedures
146
7.2
Lubrication of slide base plates
148
7.2.1
Lubrication of slide base plates
148
7.2.2
Switch rollers
148
7.2.3
Switch roller systems
148
Repair work
152
Planning of track maintenance
154
9.1
Rail transport
164
9.1.1
Quality assurance when loading rails
164
9.1.2
Rail transport with Robel design type
168
9.1.3
Rail transport with STS design type
170
9.1.4
Mobile continuous welded rail unloading device,

Geismar design type, model EMD
172
9.2
High-speed track renewal machine SUM 315 (Q 3)
174
9.3
Track renewal train Matisa (UM)
182
9.3.1
Overview of the track renewal train procedure UM
182
9.3.2
Special features of track renewal trains UM-1, 2 and 3
190
9.3.3
Special features of track renewal train UM-S 2001

(HENRY THE STRONG)
192
9.3.4
Special features of P 95-2008 UM and UM-P from Schweerbau
197
9.3.5
Track renewal train MATISA P 90 LS from JumboTec
200
9.3.6
Special features of P 95 from Strukton
205
9.3.7
Special features of track renewal train P 95 SR
207
9.3.8
Renewal procedure Matisa P 100
212
9.4
High-speed track renewal machine (SUM-Q 1)
218
9.5
RU 800 S track renewal and ballast cleaning in one operation
221
9.5.1
General
221
9.5.2
Description of the working method
223
EX
TR A
C T!
9.6
High-performance renewal procedure VFW 2001
9.7
Track renewal in a two-sleeper cycle with the SUZ 500 UVR
9.8
Track renewal train SUZ 500 with SVM 98
234
9.8.1
Preconditions for using the SUZ 500
234
9.8.2
Preliminary work
235
9.8.3
Organisation
235
9.8.4
Special features
236
9.8.5
Track renewal with SUZ 500
236
9.8.6
Subsequent operations (not usually by SUZ personnel)
238
9.8.7
Unloading and forwarding the continuous welded rails with the

rail forwarding machine (SVM) in combination with
high-speed track renewal machine SUZ 500
239
9.9
Donelli gantry crane
239
9.10
Track assembly
242
10
Renewal of switches
248
10.1
General
248
10.2
Preconditions (unloading, assembly)
251
10.3
Revolving cranes (Sk)
259
10.4
Renewal machine unit for switches and tracks (UWG)
269
10.5
Switch renewal with switch renewal machine WM 500-U
272
10.6
Switch transport wagon
276
10.7
Ready-to-install, fully-assembled large switch parts

from the switch supplier
278
10.7.1
Goal setting
278
10.7.2
Technical solution
278
10.7.3
Complete assembly in the switch factory
280
10.7.4
Loading and transport
280
10.7.5
Installation
282
225
229
10.7.6
Operations technology advantages
283
10.7.7
Special features of the complete assembly, its transport

and installation
283
10.7.8
Summary
286
10.8
Switch maintenance
287
10.8.1
Switch inspection
289
10.8.2
Individual replacement of parts of the switch track
297
10.9
The locking sleeper
302
11
Sleeper replacement
305
11.1
General
305
11.2
Track renewal trains
305
11.3
Individual sleeper replacement by hand or with equipment
306
12
Rail replacement
311
12.1
General
311
12.2
Rail replacement with rail changers
312
12.3
Rail replacement with roller grips
314
12.4
Rail replacement with the rail replacement system SR
315
13
Ballast laying
317
13.1
General
317
13.2
Classic procedure
321
13.3
Ballast bed finisher
323
EX
14
Installation of tracks
14.1
General
14.2
Ballast superstructure
TR A
C T!
324
324
324
14.2.1
Track laying with VFW 2001
324
14.2.2
Track laying with SUZ 500 UVR
325
14.2.3
Niemag track renewal crane (UN)
326
14.2.4
Renewal machine unit for switches and tracks (UWG)
327
14.2.5
Gantry crane with integrated individual sleeper laying device

(PK 1-20/24)
329
14.2.6
Track laying with revolving cranes (Sk)
331
14.2.7
Track laying with the gantry crane (Donelli)
331
14.2.8
Laying of individual sleepers
331
14.3
Ballastless track system
335
14.3.1
General
335
14.3.2
The ballastless track system design types
336
14.3.3
Ballastless track system laying procedures
365
14.3.4
Measurement of the ballastless track system with the Hergie system
404
14.3.5
Laying the lean-mixed concrete in ballastless track systems
411
14.3.6
Procedure for laying continuous welded rails in ballastless

track systems
415
14.4
Switches in ballastless track systems
417
14.4.1
Switches in the RHEDA 2000 design type ballastless track system
424
14.5
Requirements on the substructure for ballastless track systems

on earthwork foundations
428
14.6
Transitions
428
14.7
Noise insulation in ballastless track system construction
428
14.8
Maintenance and renewal of the ballastless track system
431
14.9
Laying of special sleepers
433
14.9.1
Y-steel sleeper superstructure Y/S15
433
14.9.2
Twin sleeper (BS)
437
14.9.3
Sleeper bed for the ballast superstructure (padded sleeper)
442
15
Ballast solidification through plastic bonding
444
15.1
Product
444
15.2
Application areas
445
15.3
Required boundary conditions
449
15.4
Acceptance, quality control, guarantee
450
15.5
Guarantee
450
15.6
Work specifications
450
15.7
Handling of the bonding during tamping work
450
16
Ballast cleaning
451
16.1
General
451
16.2
Ballast cleaning machines RM 80 and 80-92
454
16.3
Ballast cleaning machine RMW 1500
460
16.3.1
General
460
16.3.2
Ballast bed cleaning with the RMW 1500
461
16.4
Rail-mounted ballast cleaning machines RM 800

and RM 800 Super 3S
465
16.5
Rail-mounted ballast cleaning machines RM 801 and RM 801-2
471
16.6
High-performance ballast cleaning machines RM 900 S

and RM 900
476
10
16.6.1
RM 900 S from SPITZKE AG
476
16.6.2
RM 900 from Schweerbau
480
16.7
High-performance ballast cleaning machine RM 95-700
483
16.8
High-performance ballast cleaning machine RM 95-800 W
488
EX
TR A
C T!
16.9
Rail-mounted ballast cleaning machine RM 76 UHR
493
16.10
Road-rail ballast cleaning machine ZRM 79
16.11
Ballast cleaning using other procedures
495
17
Loading and unloading systems for waste removal and

ballast laying
496
17.1
General
496
17.2
Material conveyor and hopper unit (MFS 38, 40, 100-S, 250),
belt storage device (BSG 60), bulk freight hopper wagon
(BSW 11000 and 2000) and road-rail MFS
496
17.3
Loading belts and systems
501
17.4
Unloading systems for laying ballast
503
18
Formation rehabilitation
505
18.1
General
505
18.2
Laying with earth moving equipment
505
18.3
Formation rehabilitation machine PM 1000-URM
506
18.3.1
General description of the PM 1000-URM work procedure
506
18.3.2
Description of the PM 1000-URM work modules
513
18.4
Formation rehabilitation machine PM 200-1 (BR)
516
18.4.1
General information on PM 200-1
516
18.4.2
Addition of an RM 80-92
ballast cleaning machine to the PM 200-1 BR
522
494
18.5
Formation rehabilitation machine PM 200-2R
523
18.5.1
General information on PM 200-2R
523
18.5.2
Work procedure
526
11
18.6
Sand distribution and compacting machine (SVV 100) from

Joseph Hubert and Schweerbau
531
18.7
Recycling and formation rehabilitation machines RPM 2002 and

RPMW 2002-2
538
18.7.1
Objective of RPM 2002
538
18.7.2
Work procedure
539
18.8
Recycling, formation rehabilitation and cleaning machine

RPM-RS-900 from SPITZKE AG
544
18.8.1
General
544
18.8.2
Working methods
546
18.8.3
RPM-RS-900 from Schweerbau
550
18.9
Mbius soil remediation system
554
18.10
Formation rehabilitation with Wiebe ballast replacement system 557
18.11
Verification of installation quality
559
19
Mechanical tamping work in tracks and switches
562
19.1
Requirements on track and switch tamping machines

and ballast ploughs
562
19.2
Measuring work ahead of tamping machines
574
19.2.1
Introduction
574
19.2.2
Measuring work on conventionally marked tracks
575
19.2.3
Measuring work with the EM-SAT track survey system
577
19.2.4
Measuring work with the GEDO CE
584
19.2.5
Measuring work with the Amberg GRP 3000 survey system
590
19.2.6
The satellite-supported track survey during

track maintenance
595
Tamping
603
19.3
12
19.3.1
General
603
19.3.2
Compacting
614
19.3.3
First and second stabilisation
615
19.3.4
Creation of the ballast profile
616
19.3.5
Speed regulation after laying
616
EX
19.4
Maintenance of the tracks
TR A
C T!
618
19.4.1
General
19.4.2
Preconditions and preliminary work
19.4.3
Elimination of long-wave track displacement on

high-speed lines (v > 160 km/h)
621
Ballast distribution system

(BDS 2000)
621
19.5
Maintenance of switches
625
19.6
Tamping work with small machines
626
19.7
Dynamic track stabilisation (DGS)
631
19.8
Checking execution
635
20
Creation of the continuous welded rail track
636
20.1
General
636
20.2
Stress compensation
636
20.3
Welded joints (intermediate and end welds)
639
21
Elimination of individual defects
650
21.1
Tracks
650
21.1.1
General
650
21.1.2
Correction of track displacement
650
21.1.3
Gauge correction
653
21.1.4
Bending up retracted insulated joints
655
21.1.5
Sleeper rehabilitation
656
21.2
Elimination of individual geometry faults in tracks and

switches with individual defect tamping machines
665
21.2.1
Individual defect tamping machine UNIMAT-Sprinter
665
21.2.2
Fully-mechanised individual defect processing with the 08-275 4ZW
670
19.4.4
618
620
13
22
Rail processing
673
22.1
General
673
22.2
Rail processing machines, type RR
676
22.2.1
Rail grinding trains (Ssz), types RR 48 M and 32 M
678
22.2.2
Rail grinding machines (Ssm), type RR 24 M
678
22.2.3
Universal grinding machines (Usm), types RR 16 M and RR 24 MC
679
22.2.4
Switch grinding machines (Wsm), types RR 16 P/D and 16 MS
679
22.3
Rail processing machines, types RG, SPML, RGM, GWM,

SF 03/SM 03, SFU 04/SM 04, SBM
682
14
22.3.1
Rail grinding machine RG 48
682
22.3.2
Rail grinding machine SPML 16-2
684
22.3.3
Rail grinding machine RGM
685
22.3.4
Track and switch grinding machine GWM 550
686
22.3.5
Rail milling unit SF 03/SM 03
688
22.3.6
Rail milling machine SFU 04/SM 04
689
22.3.7
Rail processing machine SBM 250
691
22.4
Track and switch grinding machine RGH C 20 plus suction

and rinsing unit (SuSE)
693
22.5
Rail grinding machine SZ 2000
698
22.6
Rail milling unit SF 03 FFS-Plus
701
22.7
High-speed grinding with grinding machine RC 01
703
22.8
The rail milling train SF 03 W-FFS
706
22.9
Hand-held grinding equipment
710
23
Noise insulation and vibration protection
711
23.1
Introduction
711
23.1.1
Noises and vibrations caused by railway vehicles
711
23.1.2
Sources of noise
712
23.1.3
Rolling noise
713
23.1.4
Legal boundary conditions
714
EX
TR A
C T!
23.1.5
Vibrations
715
23.2
Inspection: assessment of the actual status of the

rail running table quality
23.2.1
Direct measurement processes
717
23.2.2
Indirect continuous measurement processes
718
23.3
Maintenance and repair of the rail running tables
719
23.4
Sound-reducing measures
720
23.4.1
Measures on the rail
720
23.4.2
Absorbent running track coverings
720
23.4.3
Measures in the propagation path
720
23.4.4
Measures at the immission point
721
23.5
Vibration-reducing measures
721
717
23.5.1
Measures in the superstructure system
721
23.5.2
Measures in the propagation path
722
23.5.3
Measures at the immission point
722
24
Assessment and acceptance of track maintenance
723
24.1
Principles
723
24.1.1
General
723
24.1.2
Acceptance
723
24.2
Acceptance of new track construction or track renewal
727
24.2.1
General
727
24.2.2
Acceptance following new track construction or track renewal
727
24.2.3
SR0 values for new track construction or track renewal
730
24.2.4
SR0 values of the geodetic location of the track and

other measurements
732
24.2.5
Checklist for acceptance documents
733
24.3
Acceptance of new switch construction and switch renewal
734
24.3.1
General
734
24.3.2
Object of acceptance
734
24.3.3
Acceptance following new switch construction and switch renewal
734
24.3.4
SR0 values of the switch geometry
736
15
24.4
16
Acceptance of track maintenance
738
24.4.1
General
738
24.4.2
Acceptance of track maintenance
738
24.4.3
Evaluation of the acceptance survey
739
24.5
Acceptance of switch maintenance
740
24.5.1
General
740
24.5.2
Acceptance of switch maintenance
740
24.5.3
SR0 values for switch maintenance
741
24.6
Acceptance of welded joints on rails
742
24.6.1
General
742
24.6.2
Principles
743
24.6.3
Working equipment
743
24.6.4
Acceptance of welded joints on rails
743
24.7
Acceptance of rail processing
748
24.7.1
General
748
24.7.2
Acceptance of rail processing
748
24.7.3
Guideline acceptance values following rail processing
750
24.7.4
Guideline acceptance values following the creation of special profiles 753
25
Further developments
754
25.1
General
754
25.2
SUZW 500 new technology for track renewal

in conveyor belt technology, H.F. WIEBE
754
25.3
Ballast bed cleaning machine RM900VB
759
25.4
Mobile maintenance system ROBEL 69.70
763
25.5
Ballastless track system DW prefabricated concrete track panels

as the rail support system
768
25.5.1
System description
769
25.5.2
Routing principles
769
25.5.3
Construction implementation
769
25.6
The DURFLEX superstructure system
771
EX
25.6.1
Characteristics of DURFLEX
25.6.2
Laying procedure (Durflex installation)
25.6.3
Removal procedure and recycling
25.7
Navigable ballastless track system
TR A
C T!
771
772
774
774
25.7.1
System description
774
25.7.2
Laying procedure on earthworks (rough construction sequence)
776
25.8
The ZSX twin sleeper the special pre-stressed concrete sleeper
776
25.8.1
The development objectives of the ZSX twin sleeper
776
25.8.2
Laying procedure
777
25.9
DURMINOR, the low noise protection wall
780
25.10
New developments in ballastless track system design types
784
25.10.1
"New ballastless track system" (NFF) design type
784
25.10.2
"Naumburger Bauunion" (NBU) design type
785
Annex
Abbreviations
787
Units of measurement
788
Advertisers
789
DB guidelines and DIN standards
790
Index
792
Authors
796
17
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18
EX
Preface
TR A
C T!
The number of editions of the "Work procedures

for permanent way maintenance" manual
which have been published so far indicates the
dynamic and extensive developments in railway
permanent way maintenance procedures since
the first edition of the book 25 years ago.
This 7th edition is a snapshot of the current
track and switch inspection, maintenance and
repair technologies. The detailed descriptions of
work procedures in interaction with personnel,
machines and equipment lend this DB manual
the status of a reference work for students,
newcomers to the profession, specialist tutors
and trainers.
The topics surrounding permanent way maintenance are rounded off by an insight into new
technologies. The compatibility of new work procedures, further developed components
or modified machines and equipment with the increasing scheduling and financial
dependencies in permanent way maintenance will have to be verified in operational trials.
DB Netz AG is extensively interested in the further development of maintenance
procedures. Due to the increasing requirements being made on the availability of the
permanent way, the railway infrastructure urgently requires diverse work procedures
to economically maintain its facilities. In this regard, DB Netz AG is one of the track
construction industry's most important partners.
I would like to cordially thank the two authors and former employees, Mr. Lothar Marx and
Mr. Dietmar Momann, for their work. They have again vigorously taken up an elementary
railway topic in order to practically address the requisite knowledge and information.
I sincerely hope that this manual's readers are able to find answers to their questions, and
to extend and pass on their knowledge. Let us hope that this leads to stimuli for further
developments in permanent way maintenance.
Oliver Kraft, CEO of DB Netz AG
19
Preliminary remarks
The maintenance of tracks and switches to guarantee operational safety necessitates
knowledge of the work procedures, the relevant working methods and the individual track
machinery and equipment. The authors' task was therefore to clearly and understandably
convey the process technology applied at DB Netz AG to all interested parties.
This new edition of the manual is intended to be used as a training and advanced training
document and to provide knowledge regarding the interaction of personnel, machines and
track equipment in permanent way maintenance.
Changes have particularly arisen due to the inclusion of:
track renewal train RU 800 S,
track renewal train SUM 315,
the P 95-SR track renewal trains,
track renewal train P 100,
ballast cleaning machines RM 95-700 and RM 95-800 W,
the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,
the survey procedures EM-SAT, GEDO and GRP,
the switch transport wagon WTW,
the new formation rehabilitation machine PM 1000,
rail milling machine SF 03,
track renewal train SUZW 500.
VO
R
WO
R
New chapters dealing with the following topics have also been added:
Track equipment,
Substructure,
Line layout and routing,
Ballast bonding,
Noise insulation.
The installation and maintenance of the ballastless track system (FF) are additionally
described. The ballastless track systems have also been further developed, particularly
the RHEDA, Zblin, Bgl and Infundo design types.
The technical status of the work procedures is documented up to September 2010.
At this point, we would like to thank all of our expert colleagues for their friendly
assistance and helpful advice. We would also like to thank the track maintenance
companies and the manufacturers of the machines, equipment and materials required
for maintenance for their valuable support and for providing us with documents which
contributed towards making this manual a success. We would particularly like to thank
Messrs. Armbruster, Dietrich, Dr. Hetzel, Knfel, Dr. Kratochwille, LeDosquet, Rausch
and Zck of DB for their kind co-operation. Additional thanks go to Mr. J. Rauch
(IBES Baugrundinstitut GmbH) and Dr. Stefan Lutzenberger (Mller-BBM GmbH) for
their supporting preliminary work.
Mainz, September 2010
The authors
20
EX
1
General
TR A
C T!
The task of permanent way maintenance is to provide the user (passenger and goods
transport) with an infrastructure which meets the requirements in terms of speed, load
and safety according to technical and economic aspects. The DB Netz AG infrastructure
encompasses around 64,000 km of track and around 67,000 switch units (Fig. 11).
Abb XXX 1_en.pdf
14.06.12
15:34
"Network 21" in 2012
Schematic portrayal
Priority network
Demixing of faster and slower traffic in economic corridors
High-performance network
Significant additional routes outside of the priority network
Routes for high-speed trains

Routes for lower-speed trains
Routes in the high-performance network
Corridors still without financing decision or in
planning or under construction
Abb. 11: DB Netz AG railway network showing the priority and high-performance network
Graphic: DB AG/Le Dosquet
21
Commissioning of the routes:
Mannheim Stuttgart in 1991,

Hanover Wrzburg in 1991,
Hanover Berlin in 1998,
Cologne Frankfurt in 2002 and
Nuremberg Erfurt in 2006
represented milestones in the high-speed network (v > 160 km/h), which now covers a
track length of around 5,000 km, whereby the permissible speed on the new lines (NBS) is
300km/h with the ICE3 (Fig. 12).
Abb. 12: ICE 3 on the new Cologne Frankfurt (M) line
It has also been possible to increase the speed throughout the existing network, whilst
retaining the route parameters, thanks to higher-performance vehicles in passenger and
goods transport (Figs. 13 and 14).
22
EX
TR A
C T!
Abb. 13: ICE T with body-tilting technology
Abb. 14: High-speed goods transport at 120 km/h
In addition to the classic superstructure components (rail, sleeper and ballast), the
installation of ballastless track system constructions (see Chapter 14.3) will also be
described. Maintenance costs are to be reduced even further through innovative track
constructions.
Each year, DB Netz AG spends considerable amounts of money on track maintenance
and renewal. Performance of this work often under dicult operational conditions
23
necessitates a high number of well-trained skilled civil engineering workers/track layers

(internal employees and staff from track maintenance companies).
These employees are supported by track renewal trains (RU 800 S, SUM Q, UM 1 to 3,
UM-S, SUM, SMD 80, SUZ 500 UVR) and gantry cranes (e.g. UN, Donelli), renewal
machine units for switches and tracks (UWG), 15 t to 150 t cranes plus WM500U, ballast
cleaning machines (BRM) for tracks and switches as well as tamping machines for tracks
and switches. Small machines and items of equipment are additionally available.
To organise this work, work specifications are drawn up for the deployment of track
maintenance companies.
24
EX
2
Track equipment
2.1
General
TR A
C T!
The permanent way, consisting of the track and switch constructions including crossings
and rail expansion joints, is generally the most highly-stressed part of the infrastructure.
Since railways came into being, the ballast superstructure and its components, the rail, rail
fastening, sleeper and ballast, have undergone significant technical development, up to and
including the currently familiar forms of the cross sleeper track and the ballastless track
system design types. The superstructure products, design types or construction procedures
may only be used if they have been certified by the Federal Railway Oce and/or approved
by DB Netz AG's headquarters.
This chapter will only deal with the currently conventional superstructure components.
2.2
The rails
Today, form 60 E2, 54 E4 and 49 E5 rails are generally used by Deutsche Bahn (Fig. 21).
The rails are usually supplied in what is referred to as their naturally hard condition
(pearlitic rails). As a rule, the rails used by Deutsche Bahn have a minimum strength of
700 N/mm, whilst wear-resistant rails have a minimum strength of 900 N/mm (the tensile
strength of the rail steel is used as rail strength fracture [N/mm]). To achieve higher rail
strengths, pearlitic, naturally hard rails are additionally heat treated (e.g. head-hardened
rails).
Abb. 2.2 - 1_en.pdf
14.06.12
15:42
The rail's identification includes the following data such as manufacturer, year of rolling,
profile and steel grade.
Weight: 49.13 kg/m
Weight: 54.31 kg/m
Abb. 21: Rail forms with their most important dimensions
Weight: 60.03 kg/m

Graphic: DB AG/Stefan Balfanz
Today, a continuous welded rail track is usually produced. The rails are prefabricated in
the factory and delivered to the installation location in lengths up to 120 m. Thanks to the
lower number of welds, higher productivity during neutralisation, clamping and welding is
25
achieved on the worksite. Joint gap rails are manufactured from rails with standard lengths
of 30 m, 45 m or 60 m.
Profile transition rails are installed in tracks with different rail base widths and/or rails
with height differences of >5mm. For example, form 54 E4 rails must be fitted between
form 60 E2 and form 49 E5 rails. Profile transition rails are usually prefabricated in the
welding factory.
Rails have to meet requirements including the following:
High resistance to wear,

High fatigue strength,
High yield strength, tensile strength and hardness,
Good welding suitability,
High degree of purity,
Good surface quality and
Low internal stresses following production.
2.2.1
Insulated rails
Insulated rails are as long as the largest wheel-base which occurs (30 m) and are insulated
from the opposite rail. To achieve this, both ends of the insulated rail are joined to the
neighbouring rails by means of an insulated joint.
2.2.2
Insulated joints
Due to safety reasons, insulated joints which prevent the passage of electrical current have
to be installed in the track.
The production of insulated joints in the track has not proved worthwhile, and is therefore
usually carried out in the factory. To do this, 3 to 5 m long rail sections are bonded using
adapted fish plates and tensioned with high-strength bolts. A distinction is made between
design type S and IVB 30 insulated joints manufactured in the factory and design type MT
insulated joints produced in the track. Design type IVB 30 insulated joints currently have
to be used as standard in tracks and switches. Design type MT insulated joints are only
permissible if design type IVB 30 insulated joints manufactured in the factory cannot be
used (e.g. structural joints of switches and crossings).
The finished insulated joints are welded into the track at the work site (see Figures 22
to 25).
26
Abb. 2.2 - 2 KapIsoliersto Bauart S_en.pdf
14.06.12
EX
Insulated joint design type S
TR A
C T!
Abb.
IVB 30
Hauptfahrrichtung_en.pdf
Concrete sleeper
with 2.2 - 3 Isoliersto
Wooden
sleeper
with
superstructure W (Skl 1K)
superstructure K (Kpo 9)
Abb. 22: Insulated joint design type S
15:47
Layout of "IVB 30" in the track
Main traffic direction
Abb. 23: Insulated joint IVB 30 (main trac direction)
Sketch of insulated joint design type "IVB 30" system
Concrete sleeper with

superstructure W (Skl 1K)
Abb. 24: Insulated joint IVB 30 (detail)
Wooden sleeper with

superstructure K (Kpo9)
27
14.06.1
Abb. 25: Insulated joint IVB 30 (original)

Photo: DB AG/Stefan Balfanz
2.3
The sleepers
Wood, concrete or steel can be used as construction materials for sleepers. The sleepers'
tasks include:
Establishing and maintaining the track gauge,

Distributing and conducting forces on the ballast,
Locating the rails,
Securing the position of the track,
Damping rail vibrations,
Reducing the influences of sound waves and body-borne sound waves on the environment.
2.3.1
The wooden sleepers
Wooden sleepers are produced using oak, red beech, pine or larch, among other woods.
The standard types of wood currently used in Europe are beech for dancing sleepers
and oak for crossing timbers. All wooden sleepers are impregnated to protect them from
rotting. The service life of an impregnated wooden sleeper is 30 to 45 years. They are
unsuitable for high-speed lines with speeds in excess of 160 km/h, as they exhibit
15percent lower lateral displacement resistance.
2.3.2
The steel sleepers
The steel sleepers are manufactured in trough form (Fig. 26). The material which is used
is steel S235JR. They have a service life of between 40 and 60 years.
Advantages:
Low weight, so easier to handle,
Low installed height, so less ballast required,
Long service life.
28
EX
Disadvantages:
Lateral displacement resistance is lower in comparison with concrete sleepers,
More complex track insulation,
Increased ballast wear.
Abb. 26: Steel sleeper ST 82
2.3.2.1
TR A
C T!
Graphic: DB AG
Y-steel sleeper St 98
The Y-steel sleepers consist of two hot-rolled IB 100S broad-flanged girders bent in an s
shape and two straight girder sections with the same profiles. The steel profiles are joined
at each end of the sleeper by means of two upper and two lower locks, which are welded
to the girder flanges (Fig. 27). The insulated support point S15 with tension clamp S14 is
used as the rail fastening.
The Y-steel sleepers are used in both the ballast superstructure and the ballastless track
system (FF) in combination with an asphalt base layer (ATS) (also see Chapter 14.3
"Ballastless track system"). In contrast to the "standard" steel sleeper, the Y-steel sleeper
exhibits high lateral and longitudinal displacement resistance. Its disadvantages include
more complex maintenance and tamping with switch tamping machines.
Installation of the Y-steel sleeper is carried out according to guideline 824.2060 and can be
accomplished using all conventional procedures (e.g. with UM1, SUZ 500).
The Y-steel sleeper is not installed on earthwork foundations in high-speed lines.
29
Special support profile IB 100S

(20.8 kg/m)
Tension clamp Skl 14 in
pre-assembled position
Rail fastening S 15
Upper lateral lock for absorbing

horizontal forces
Intermediate support with double

support and interchangeable inserts
Variable bending apart

of the forks
Lower lateral lock for forming lateral
displacement resistance
Abb. 27: Y-steel sleeper
2.3.3
Graphic: ThyssenKrupp GfT Gleistechnik GmbH
The reinforced concrete sleeper
Today, reinforced concrete sleepers are the standard design type for standard-gauge railway tracks (Figs. 28, 29 and 210). The prestressed concrete sleepers most commonly
used by Deutsche Bahn are the B 70 W-60, B 70 W-54, B70 W-24 and B 90 W-60/54. The
significant advantages of reinforced concrete sleepers include their extensive prevention
of track buckling caused by high weight, good gauge maintenance and long service life.
Each concrete sleeper must show the following identification:
Year of manufacture,
Rail base width,
Design series symbol,
Formwork number,
Factory symbol.
In addition to the static test, the dynamic bending test in which shock load in the track is
simulated also has to be performed as part of the certification test for concrete sleepers.
The fatigue test also forms part of the certification test, as does the measurement of
electrical sleeper resistance (minimum ballast resistance = 3 ohm/km).
30
EX
Abb. 28: Prestressed concrete sleeper B 70 W-(60 and 54)
Rail width requirement
Design series and

factory symbol
Form number
Graphic: DB AG
Manufacturing date
Abb. 29: Prestressed concrete sleeper B 70 W 24
Rail width requirement
Design series and

factory symbol
Form number
TR A
C T!
Manufacturing date
Abb. 210: Design of dancing sleeper B 90
2.3.4
Special forms of concrete sleeper
2.3.4.1
The twin sleeper
The conceptual design of the twin sleeper is based on the features of the B-70 sleeper. The
sleeper width (57 cm) is doubled and its length is shortened by 20 cm. The sleeper height,
fastening and support points are identical. Water channels are located on the outer side.
31
These channels are raised in the centre so that the water is able to drain off outwards. The
3 cm laying gap between the sleepers is sealed using a soft PVC cover. This prevents the
ingress of dirty water and surface water (Fig. 211).
Sleeper centre
Abb. 211: Prestressed concrete twin sleeper BBS 1 W (60 and 54)
2.3.4.2
Graphic: DB AG
The padded sleeper
In this system, the concrete sleepers are "padded" with an elastic material on the underside of the sleeper. Sylomer and Sylodyn have proved to be suitable materials for this (also
see Chapter 14.9 "Installation of special sleepers"). As part of track or sleeper renewal or new
track construction, sleepers with elastic bases or sub-ballast mats have to be installed in the area
of man-made structures (e.g. bridges, tunnels, trough structures, passages) in order to reduce
ballast stress.
Padded concrete sleepers offer advantages including the following:
Reduction of hard contact between the sleeper sole and ballast,

Reduction of ballast compaction,
The superstructure becomes more elastic,
Lines with padded sleepers exhibit very high dimensional stability with little settling,
Reduction of body-borne sound transmission,
Reduction of slip wave formation in radii with r < 500 m.
The requirements on sub-ballast mats and sleepers with elastic soles are regulated in
DB standards DBS 918 071, DBS 918 145-1 and DBS 918 145-2 (technical terms of delivery).
2.4
The sleepers of the ballastless track

system
The sleepers for constructing the ballastless track system have been developed on the
basis of the classic ballast superstructure (cross sleeper superstructure). This is the
simplest method for ensuring the required track geometry (including the track gauge) in
the ballastless track system. In this case, the sleepers may be concreted into the slab in
combination with the rails (track panel) or individually.
32
EX
TR A
C T!
Different sleepers such as prestressed concrete sleepers, conventionally reinforced

concrete sleepers as twin-block concrete sleepers or steel sleepers are used for the diverse
ballastless track system design types. The most common concrete sleepers currently used
by Deutsche Bahn for certain ballastless track system design types are shown in the
following (Figs. 212 to 218):
Weight: approx. 220 kg

Rail fastening: loarv 300/1
Abb. 212: Zblin design type, concrete sleeper B 305 W-60
Graphic: Ed. Zblin AG
Abb. 213: ATD design type with twin-block concrete sleeper B 350 W-60
Graphic: Rail.One GmbH
Vossloh 300-1
rail fastening
Recess for
dowel block
Nonwoven
cloth
3 mm
Asphalt top layer

Asphalt bed structure,
poss. several layers
Abb. 214: Getrac design type with monobloc concrete sleeper B 316 W-60
33
Abb. 215: Twin concrete sleeper BBS 3 W-60, Getrac design type
Abb. 216: Twin-block concrete sleeper B 355.3 W60M for RHEDA 2000 design type
1 Height- and side-adjustable

6 Foundation
rail fastening
7 Height adjustment spindle
2 Divided longitudinal sleeper
8 Connecting link
3 Embedding compound, e.g. mastic asphalt 9 Sound absorption layer
4 Load-bearing slab, e.g. rolled asphalt e.g. ballast
5 Hydraulically bound bed structure
Abb. 217: Concrete switch sleeper on asphalt bed structure
34
Graphic: DB AG
EX
1 Height- and side-adjustable

elastic rail fastening
2 Divided longitudinal sleeper
3 Lean-mixed concrete slab
4 Joint reinforcement
Abb. 218: Switch sleeper on concrete bed structure
2.5
5
6
7
8
9
TR A
C T!
Load-bearing concrete slab

Hyd. bound bed structure
Height adjustment facility
Connecting link
Longitudinal reinforcement
Graphic: DB AG
The rail fastening
The rail fastening is used to securely tension the rails on the sleepers and therefore ensures
that forces are reliably conducted away, the rail is mounted with sucient elasticity and
adequate resistance to longitudinal displacement is achieved.
One of the essential functions of the fastening system in the case of concrete sleepers is
electrical insulation of the rail from the rest of the track panel. This is necessary to minimise track circuit signal losses which occur due to poor rail insulation from the foundation.
The forces acting vertically on the rail fastening are reduced by elastic rail pads beneath
the base of the rail and by accompanying spring elements.
Some of the horizontal forces transverse to the rail are absorbed by the elastic rail pads,
whilst the remainder are transferred directly onto the sleepers, e.g. through angled guide
plates.
The forces in the track's longitudinal direction (starting, braking and temperature forces)
are absorbed by the elastic rail pads and the tensioning element.
In an elastic rail fastening, the bolts are tightened in such a way that initial tension is
achieved through the elastic clip or the spring rings. The fastening is constantly subject
to the influence of force due to this initial tension. This leads to a constantly effective
fastening even under the various forces induced by the train's wheel load. The hold-down
force extensively determines the resistance to longitudinal displacement between the rail
and the sleeper.
2.5.1
The rail pad
The rail pad beneath the base of the rail acts to distribute load and serves as an elastically
damping element to isolate vibrations. Due to the elasticity of the rail pads and the related
35
sinking-in of the rails, the load is distributed over several sleepers. For elastic rail pads,
DB AG demands static stiffness of 40 kN/mm to 70 kN/mm and dynamic stiffness of
50 kN/mm to 130 kN/mm.
Rigid rail pads have a static stiffness of approximately 600 kN/mm.
2.5.2
The types of rail fastening
The rail fastenings described in the following are limited to the most common fastenings
used by DB AG.
2.5.2.1
K superstructure on wooden sleepers
This rail fastening is a typical representative of a separate or indirect fastening. The rail
is fastened onto the sleeper with the "ribbed plate/rail clip/T-head bolt" components (see
Figure 219). This separation of the fastening has proved appropriate in both design and
technical construction terms. The sleeper screws' bending stress is disadvantageous.
(or Kpo 6)
Abb. 219: K superstructure on wooden sleepers

Graphic: DB AG

2.5.2.2
Vossloh KS superstructure with tension clamp Skl 12
Frictional tensioning of the rail is achieved using two tension clamps, each offering a tensioning force of approximately 13 kN through the spring arms. The centre loop of tension
clamp Skl12 (Fig. 220) serves to protect the rail against tipping. The rail fastenings can
be pre-assembled on the sleeper at the sleeper factory.
The superstructure with tension clamps (KS) is applied on steel sleepers by welding the
ribbed plates onto the sleeper.
36
EX
Rail
TR A
C T!
Hexagon Nut
Washer Uls
Tension Clamp Skl 12
T-Head Bolt Hs
Sleeper Screw Ss
Wooden Sleeper
Spring Washer Fe
Rail Pad Zw
Ribbed Plate Rph
Abb. 220: Rail fastening system KS on wooden sleepers
2.5.2.3
Graphic: Vossloh Fastening Systems GmbH
Superstructure W14 with tension clamp Skl 14 on concrete sleeper
As in the case of the KS superstructure, frictional tensioning of the rail is achieved using
two tension clamps, each offering a tensioning force of approximately 10 kN through the
spring arms. The centre loop of tension clamp Skl 14 serves to protect the rail against
tipping (Fig. 221).
Sleeper Screw Ss
Rail
Angled Guide Plate Wfp
Rail Pad Zw
Concrete Sleeper
Plastic Dowel Sd
Abb. 221: Rail fastening system W14
37
2.5.2.4
Rail fastening on Y-steel sleepers
Supporting point S 15
Sleeper screw
Tension clamp
Clamp dowel
Intermediate plate
Rail pad
Guide plate (inner)
Guide plate (outer)
Steel sleeper
Item
Units
Designation
Abbreviated form
Abb. 222: Rail fastening S 15 on Y-steel sleepers
2.5.2.5
Drawing No.
Material No.
Graphic: ThyssenKrupp GfT Gleistechnik GmbH
Superstructure 300 with tension clamp Skl 15
This fastening system is suitable for all ballastless track system laying methods.
The highly-elastic intermediate plate replaces the elasticity of the ballast bed. A steel
pressure distribution plate with corresponding rail pads is used to achieve better load
distribution on the elastic intermediate plate.
The rail rests on this and is held in position laterally by plastic angled guide plates.
The long elastic spring travel of tension clamp Skl 15 provides the rail with permanent
frictional tension. The height and track gauge of rail fastening system 300 can be adjusted
by -4 mm/+76 mm and 8 mm respectively. With spring travel of approximately 15 mm and
a hold-down force of around 2 x 9 kN, the two free spring arms frictionally tension the rail
with the concrete sleeper.
38
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39
All fastening parts can be pre-assembled at the sleeper factory (Fig. 223).
The DFF 300 system with tension clamp Skl 15, which can be regulated by at least 60 mm
and 46 mm in terms of height and track gauge respectively, can also be used for repair and
redevelopment purposes (Fig. 224).
Sleeper Screw Ss
Rail
Angled Guide Plate Wfp
Rail Pad Zw
Base Plate Grp
Concrete Sleeper
Elastic Baseplate Pad Zwp

Plastic Dowel Sd
Abb. 223: Rail fastening system 300 with Skl 15
Abb. 224: Rail fastening system DFF 300 with Skl 15
40
EX
2.6
The ballast bed
The ballast forms part of the superstructure and has the following tasks:
TR A
C T!
Transferring and distributing vertical forces from the sleeper into the subgrade,
Securing the position of the track in the lateral and longitudinal direction,
Keeping the superstructure dry thanks to water and air permeability,
Adjustability of the track bed.
The ballast bed consists of crushed natural stone with a coarse grain size of 22.4 mm to
63 mm. Hard stones such as granite, basalt, diabase, etc. are most suitable.
DB distinguishes between new ballast and reprocessed ballast. New track ballast has to be
produced using rock found in quarries. Reprocessed ballast also called recycled ballast
is old ballast which has been treated in reprocessing plants after removal from the track.
The requirements on new and recycled ballast are regulated in DB standard DBS 918 061
"Technical terms of delivery, track ballast". It specifies geometrical and physical requirements as well as requirements relating to purity and the characteristics of the stone.
Ballast class "S" is a special type of ballast. This is installed along track sections with
speeds of v > 230 km/h. Particularly high requirements are therefore made on ballast
class "S".
When working on the ballast bed, the ballast embankment should be created with an
inclination of 1 : 1.25. When designing the ballast profile, a ballast embankment inclination
of 1 : 1.5 must be used as the basis.
The ballast embankment inclination of 1 : 1.5 is used to determine the base point of the
ballast embankment on the subgrade. The 1 : 1.25 inclination (natural angle of repose of
ballast) ensures adherence to the track bench width in the event that the track is raised
due to tamping work. A calculation programme for determining the embankment base point
and the volume of ballast required is available in guideline 823.0100Z08.
The required track bed thickness is dependent on the sleeper spacing, the sleeper width
and the ballast's angle of repose, and is at least 30 cm beneath the lower edge of the
sleeper (measured as of the lower edge of the sleeper beneath the non-superelevated rail).
A thickness of 35 cm is required for high-speed lines as of a speed of v > 230 km/h.
The standard track bed thickness must be produced in accordance with annexes 04 06
of guideline 820.2010. In addition, the thickness of the track bed beneath the rail support
should not exceed 60 cm.
To prevent the track from slipping to the side, a ballast width of 30 to 50 cm is required up
to the ends of the sleepers. In addition to the ballast in the space between the sleepers
and beneath the sleepers, the ballast up to the ends of the sleepers contributes significantly towards lateral displacement resistance.
41

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This DB manual provides specialists and managers who plan and

execute work on the permanent way with knowledge concerning

DB Manual Work procedures for

Lothar Marx Dietmar Momann

Work procedures for

7th revised and extended edition

German National Library bibliographic information

Lothar Marx Dietmar Momann

The wooden sleepers

The steel sleepers

The reinforced concrete sleeper

Special forms of concrete sleeper

The sleepers of the ballastless track system

The rail fastening

The rail pad

The types of rail fastening

The ballast bed

Substructure of new tracks

Checking load-bearing capability and rate of compression

Measures to prevent embanking settling

DB manual - Work procedures for permanent way maintenance

Draining the track formation

Substructure of old tracks

Line layout and routing

Principles of line layout:

The curved track

Transition curves and superelevation ramps

The transition curve

Reverse curve with transition curve

Longitudinal track pull

Slope and gradient change

Graduated gradient change

DB manual - Work procedures for permanent way maintenance

Explanation of individual terms and meaning for the

Inspections on foot/inspection runs

Track inspections on foot

Track inspection runs (see guideline 821.2004)

Checking the track geometry with track inspection vehicles

Technical driving inspections (see guideline 821.2002)

Ultrasonic test runs

Rail inspection train equipment

Switch diagnosis system VAE ROADMASTER 2000

Execution of the geotechnical survey

Application of the ground-penetrating radar

Geotechnical survey report for maintenance work

Evaluation and measures

Integrated inspection system (IIS)

Near-surface defects in rails

Planning of measures for track maintenance

Special inspections with the GeoRail Xpress

DB manual - Work procedures for permanent way maintenance

Weed killing on and alongside railway tracks

Weed killing on railway tracks using pesticides

Weed killing outside of tracks

Lubrication of slide base plates

Lubrication of slide base plates

Switch roller systems

Planning of track maintenance

Quality assurance when loading rails

Rail transport with Robel design type

Rail transport with STS design type

Mobile continuous welded rail unloading device,

High-speed track renewal machine SUM 315 (Q 3)