Technical Sheets

2 System DFF 21 7 System DFF 30 HH 12 System DFF 300 UTS 17 System 300 New Generation 22 System W 14 27 System W 21 32 System W 30 HH 37 System W 40 HH System DFF 21

Highly elastic rail fastening for conventional rail and metro – the optimum single support point for slab track Safety. Comfort. Track protection. Travel comfort through optimum rail deflection The railway track must be elastic to compensate forces caused by running trains. Because Zimmermann computation ballast is not used for slab tracks, the highly-elastic cellentic-components of the rail fastening -0.02 system are designed to undertake this job. The DFF 21 system with cellentic rail pad allows passing of train

0.00 rail deflection and can optimally distribute occurring vertical forces. The result: Protec- h] n c 0.02 on [ i tion of track. Its elasticity is adapted to the traffic load to achieve optimum rail deflection: t i static e c 0.04 max. y = 0.057 axle load: 24.8 t load distribution is at the maximum without overloading the rail. Furthermore, the cellentic def l train: passenger train

rai l dynamic speed: 99 mph 0.06 component damps the vibrations caused by the unevenness of track and wheels; structure- max y dyn = 0.068 0.08 borne track vibration is minimized. The result: high travel comfort, high safety through -250 -150 -50 50 150 250 distance from axis-centre [inch] smooth running, as well as long lifetime of track components and vehicles.

Simplified demonstration: one axle of a two axle bogie Creep resistance and rail tilting protection To allow optimum deflection for the rail, its fastening must respond in an elastic way. There- Load-deflection-curve fore, the Skl 21 has a long spring deflection: When force is applied by a train, its spring simple SKL 1 SKL 21 arms remain in contact with the rail foot in each situation. For this purpose, the rail is con- 5,000

] Thanks to anti-tilting property b s the spring deflection does [ l tinuously clamped in a force-fitted way by the two spring arms with a spring deflection of not change under higher

oad forces, overstressing of spring arms is prevented approx. 14.5 mm (0.57 in) and a toe load of approx. 10 kN (2.25 kip). With this, also a high toe l clamping 2,500 point creep resistance is achieved: When the trains accelerate / decelerate, the rails remain in 2,250 position; dangerous fracture gaps due to broken rails are avoided. Simultaneously, a small air gap gap between the middle bend and the rail foot of the rail has exactly the play required for 0,0000 0 0.0,330 0.57 0 .0,660 operation. If the rail tilts excessively, e.g. in narrow curves, high forces are applied to the spring load [inch] tension clamp. The Skl 21 is able to resist them: Rail movements are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system DFF 21 with tension clamp Skl 21 Typical field of application Conventional Rail / Urban transport / Transit; single support points on slab track Axle load ≤ 26 tonnes (29 tons) Speed ≤ 250 km/h (155 mph) Curve radius ≥ 150 m (500 ft or 12°) Height adjustment + 20 mm (0.8 in) Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 21 2.5 mm (0.10 in) Static stiffness of cellentic rail pad ≥ 30 kN/mm (170 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic rail pad 1.1 EN 13146-9:2011 Toe-load of Skl 21 (nominal) 10 kN (2.25 kip) EN 13146-7: 2012 System DFF 21 Electrical resistance ≥ 10 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 7 kN (1.57 kip) EN 13146-1: 2012 Highly elastic rail fastening for conventional rail and metro – System approval / homologation EN 13481-5: 2012 the optimum single support point for slab track

Remark .201 5 Contents, figures and technical data in this brochure display exemplarily the performance of the fastening system, however, they always depend on ex- ternal conditions. Please contact us to enable us to develop a solution for you that will be customized to your requirements. The information presented corresponds to the technical state at the time of printing; in the meantime, continuous research and development programmes at Vossloh could have caused adaptations of the product. Published 09 www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_Sys-DFF21_US_150910_v2.indd 4 14.09.15 16:55 Vos_Produktbroschüre_Sys-DFF21_US_150910_v2.indd 1 14.09.15 16:55 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

Conventional Rail – Safety on standard routes Safety and comfort are decisive for rail traffic. Our tension clamps provide a stable fastening solution for types of track with a permissible axle load of up to 26 tonnes (29 tons). The highly elastic components additionally ensure a comfortable journey.

Urban Transport – Always smooth with stop and go Frequent braking and starting on many stops within the shortest time characterize urban transport. In this case, highly elastic components provide for comfortable travelling at high operating safety and re duced noise nuisance – at axle loads of up to 18 tonnes (20 tons) for Metro / 13 tonnes (15 tons) for Tram.

Direct fastening on slab track Slab track systems must meet special requirements to deflect forces generated by a rolling train into the ground in a smoothly and material-saving way: The highly elastic components of the rail fastening systems must take over the original elasticity of the ballasted track. For system DFF 21, a highly-elastic elastomer-rail pad made of cellentic is used in order to achieve that result. In case of single support points, the system‘s base plates take over the function of concrete ties and their shoulders: they keep the rail in the track and transfer dynamic forces in the substructure.

System DFF 21 – Flexible resource-saving application in the slab track The DFF 21 system, a single support point with screw-dowel combination for anchoring on slab tracks, is based on the approved tramway system W-Tram. Its reinforced base plate features a bigger surface for traffic load distribution: Since it withstands axle loads up to 26 tonnes (29 tons), it is suitable especially for metro and conventional rail projects. Application in covered track and switches is possible as well. Required material quantities are optimized due to the geometry of the plastic base plate: The high portion of long-lasting plastics ensures corrosion protection and electrical insulation. Compared to steel this light-weight material also provides logistic advantages and an easier handling during installation.

cellentic is an elastomer made of EPDM that ensures high stability against many types of chemical attacks. The advantage: the material provides excellent resistance to temperature, aging, and weather conditions as well as it is very stable under per- manent load. Components made of cellentic optimize the elasticity for a reduction of vibrations and the protection of track.

Vos_Produktbroschüre_Sys-DFF21_US_150910_v2.indd 2 14.09.15 16:55 Vossloh Fastening Systems System DFF 21 Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. Angled guide plates keep the rail The W-shape of the Skl 21 provides Conventional Rail – Safety on standard routes in the track safety The angled guide plates lead the forces in- For meeting the required rail creep Safety and comfort are decisive for rail traffic. Our tension clamps provide a stable fastening solution for troduced into the rail by train in the base resistance two highly elastic, inde- types of track with a permissible axle load of up to 26 tonnes (29 tons). The highly elastic components plate first and then into the concrete. In pendently acting spring arms steadily additionally ensure a comfortable journey. this way, the screw-dowel combinations hold the rail down; the middle bend are not loaded by shearing and bending acts as an additional tilting protection. Urban Transport – Always smooth with stop and go forces. The design additionally supports With its high fatigue strength, it resists the tilting protection. Different widths can the dynamic vertical movements that Frequent braking and starting on many stops within the shortest time characterize urban transport. In regulate the gauge. are caused when the vehicle rolls over this case, highly elastic components provide for comfortable travelling at high operating safety and re duced the rail. The system is maintenance-free: noise nuisance – at axle loads of up to 18 tonnes (20 tons) for Metro / 13 tonnes (15 tons) for Tram. Due to the permanently acting tension, Skl and screw cannot loosen, the middle bend prevents the spring arms from plastic deformation.

Direct fastening on slab track Slab track systems must meet special requirements to deflect forces generated by a rolling cellentic rail pad for high elasticity train into the ground in a smoothly and material-saving way: The highly elastic compo- The elasticity of the particular cellentic nents of the rail fastening systems must take over the original elasticity of the ballasted material ensures the compensation of vertical forces and with this, stable rail track. For system DFF 21, a highly-elastic elastomer-rail pad made of cellentic is used in deflection; it also damps vibrations and order to achieve that result. In case of single support points, the system‘s base plates take minimizes the structure-borne noise. over the function of concrete ties and their shoulders: they keep the rail in the track and transfer dynamic forces in the substructure. Adjustable height Securely clamped with screw- Using height adjustment plates, the dowel combinations height of the system can be regulated within 20 mm (0.8 in). With the optimized height adjustment plates NG System DFF 21 – Flexible resource-saving application in the slab track the cellentic rail pad rests completely The DFF 21 system, a single support point with screw-dowel combination for anchoring on on the bearing face. slab tracks, is based on the approved tramway system W-Tram. Its reinforced base plate features a bigger surface for traffic load distribution: Since it withstands axle loads up to 26 tonnes (29 tons), it is suitable especially for metro and conventional rail projects. Application in covered track and switches is possible as well. Required material quantities are optimized due to the geometry of the plastic base plate: The high portion of long-lasting plastics ensures corrosion protection and electrical insulation. Compared to steel this light-weight material also provides logistic advantages and an easier hand- Easy handling for installation and rail maintenance ling during installation. Flexibly applicable as single support point: no special shoulders (e.g. for concrete ties) required. Installation is possible both with top-down and with bottom-up method. For welding of the rail, no fastening elements have to be cellentic is an elastomer made of EPDM that ensures high stability against many types of chemical attacks. The advantage: removed from the support point. the material provides excellent resistance to temperature, aging, and weather conditions as well as it is very stable under per- All components can be replaced. manent load. Components made of cellentic optimize the elasticity for a reduction of vibrations and the protection of track.

Vos_Produktbroschüre_Sys-DFF21_US_150910_v2.indd 2 14.09.15 16:55 Vos_Produktbroschüre_Sys-DFF21_US_150910_v2.indd 3 14.09.15 16:55 Safety. Comfort. Track protection. Travel comfort through optimum rail deflection The railway track must be elastic to compensate forces caused by running trains. Because Zimmermann computation ballast is not used for slab tracks, the highly-elastic cellentic-components of the rail fastening -0.02 system are designed to undertake this job. The DFF 21 system with cellentic rail pad allows passing of train

load distribution is at the maximum without overloading the rail. Furthermore, the cellentic def l train: passenger train

simple SKL 1 SKL 21 arms remain in contact with the rail foot in each situation. For this purpose, the rail is con- 5,000

] Thanks to anti-tilting property

b s the spring deflection does [ l tinuously clamped in a force-fitted way by the two spring arms with a spring deflection of not change under higher

gap between the middle bend and the rail foot of the rail has exactly the play required for 0,0000 0 0.0,330 0.57 0 .0,660 operation. If the rail tilts excessively, e.g. in narrow curves, high forces are applied to the spring load [inch] tension clamp. The Skl 21 is able to resist them: Rail movements are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system DFF 21 with tension clamp Skl 21 Typical field of application Conventional Rail / Urban transport / Transit; single support points on slab track Axle load ≤ 26 tonnes (29 tons) Speed ≤ 250 km/h (155 mph) Curve radius ≥ 150 m (500 ft or 12°) Height adjustment + 20 mm (0.8 in) Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 21 2.5 mm (0.10 in) Static stiffness of cellentic rail pad ≥ 30 kN/mm (170 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic rail pad 1.1 EN 13146-9:2011 Toe-load of Skl 21 (nominal) 10 kN (2.25 kip) EN 13146-7: 2012 Electrical resistance ≥ 10 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 7 kN (1.57 kip) EN 13146-1: 2012 System approval / homologation EN 13481-5: 2012

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_Sys-DFF21_US_150910_v2.indd 4 14.09.15 16:55 System DFF 30 HH

Elastic rail fastening for heavy haul – the optimum single support point for rail vehicles with extreme axle loads Safety. Comfort. Track protection. Creep resistance and rail tilting protection

To allow optimum deflection for the rail, fastening must response in Load-deflection-curve an elastic way. Therefore, the Skl 30 has a long spring deflection: When forces are applied by a train, its spring arms remain in cont- simple SKL 1 SKL 30 act with the rail foot in each situation. For this purpose, the rail is 5,000

] Thanks to anti-tilting property continuously clamped in a force-fitted way by the two spring arms b s [ l the spring deflection does not change under higher forces, with a spring deflection of approx. 14 mm (0.55 in) and a toe load oad overstressing of spring arms is prevented of approx. 12.5 kN (2.8 kip). With this, a high creep resistance is toe l 2,810 also achieved: When the trains accelerate / decelerate, the rails re- 2 ,500 clamping point main in position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of the rail has exactly the play that is required for air gap 0,0000 operation. If the rail tilts excessively, e.g. in narrow curves, high 0 0.0,330 0.55 00,6.60 forces are applied to the tension clamp. The Skl 30 is able to resist spring deflection [inch] them: Rail movements are compensated by the middle bend after the air gap has been overcome, and the spring arms are not overstretched.

Rail fastening system DFF 30 HH with tension clamp Skl 30 Typical field of application Heavy haul / Crane trains; slab track Axle load ≤ 72 tonnes (79 tons) Speed ≤ 80 km/h (50 mph) Curve radius ≥ 300 m (1,000 ft or 6°) Height adjustment + 80 mm (3.2 in) Gauge adjustment – 10 / + 70 mm (– 0.4 in / + 2.8 in) Vertical fatigue strength of Skl 30 2.2 mm (0.09 in) Static stiffness of rail pad ≥ 400 kN/mm (2,300 kip/in) EN 13146-9:2011 Toe load of Skl 30 (nominal) 12.5 kN (2.8 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System audit / homologation EN 13481-5: 2012 System DFF 30 HH Elastic rail fastening for heavy haul – the optimum single support point for rail vehicles with extreme axle loads

Vos_Produktbroschüre_DFF_30_HH_US_150910_v2.indd 4 14.09.15 16:11 Vos_Produktbroschüre_DFF_30_HH_US_150910_v2.indd 1 14.09.15 16:11 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

Heavy Haul – Heavy loads are led safely Axle loads of more than 26 tonnes (29 tons) mean extreme loads for the track. Resistant fastening systems provide for safe and durable connections and simultaneously allow fast and easy maintenance.

DFF 30 HH – designed for extreme axle loads of crane railways In container ports, the stress of the railway infrastructure is extremely high - due to the enormous loads of the container cranes and extreme weather conditions. Especially for the requirements of heavy container crane systems in port terminals – with their high axle and lateral loads, as well as their extreme acceleration and brake forces – Vossloh has developed the DFF 30 HH system, a single support point solution for slab tracks based on the approved systems DFF 300 and W 30 HH. The extreme loads are led via the shoulder of the used cast-iron baseplate and the angled guide plates made of glass-fibre reinforced polyamide. The rail pad made of thermoplastic polyurethane not only damps the loads but also ensures the durability re - quired for extreme loads and ambient conditions.

The DFF 30 HH system offers a height adjustment of up to 80 mm (3.2 in) and a gauge adjustment by 40 mm (1.6 in) per support point, without disassembly of the whole system. This is especially important to be able to respond on sagging of the ground – a problem typical for crane tracks, caused by the different ground textures in the port area and the extreme loads of the heavy cranes. All steel parts are protected from corrosion, so that they can also be used under extreme weather con ditions including aggressive saline maritime air. The DFF 30 HH system is already being used in two Australian projects – Port of Brisbane as well as Port Botany in Sydney.

Vos_Produktbroschüre_DFF_30_HH_US_150910_v2.indd 2 14.09.15 16:11 Vossloh Fastening Systems System DFF 30 HH Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The W-shape of the Skl 30 provides safety Angled guide plates keep the rail Heavy Haul – Heavy loads are led safely For meeting the required creep resistance two highly in the track elastic, independently acting spring arms steadily hold The angled guide plates lead the Axle loads of more than 26 tonnes (29 tons) mean extreme loads for the track. Resistant fastening the rail down; the middle bend is used as an additional forces introduced into the rail by train systems provide for safe and durable connections and simultaneously allow fast and easy maintenance. tilting protection. With its high fatigue strength, it re- in the baseplate made of cast iron. sists the dynamic vertical move ments that are caused In this way, the T-headed bolts are when the vehicle rolls over the rail. Due to the perma- not loaded by shearing and bending nently acting tension, Skl and screw cannot loosen and forces. The design of the angled guide therefore, they are mainte nance-free. plates additionally supports the tilting protection. Different widths can regu- DFF 30 HH – designed for extreme axle loads of late the gauge. crane railways Adjustable height In container ports, the stress of the railway infrastructure is Using height adjustment plates, the height of the system can be extremely high - due to the enormous loads of the container The gauge can be adjusted using regulated within 80 mm (3.2 in). adjusting plates. cranes and extreme weather conditions. Especially for the re- With the optimized height adjust- quirements of heavy container crane systems in port terminals – ment plates NG the rail pad rests with their high axle and lateral loads, as well as their extreme completely on the bearing face. Optimum distribution of acceleration and brake forces – Vossloh has developed the extreme lateral loads DFF 30 HH system, a single support point solution for slab tracks Due to its adapted shoulder of the based on the approved systems DFF 300 and W 30 HH. The ex- cast-iron base plate, extreme lateral loads can be deflected. The rail pad treme loads are led via the shoulder of the used cast-iron base- made of thermoplastic polyurethane plate and the angled guide plates made of glass-fibre reinforced not only damps the loads but also polyamide. The rail pad made of thermoplastic polyurethane ensures the required durability. not only damps the loads but also ensures the durability re - Furthermore, it electrically insulates quired for extreme loads and ambient conditions. the baseplate from the rail.

Safely tied By means of T-headed bolts, the Skl tension clamps are safely mounted to the baseplate. The baseplate itself is fixed in the concrete track with anchor bolts. Intermediate plate

The DFF 30 HH system offers a height adjustment of up to 80 mm (3.2 in) and a gauge adjustment by 40 mm (1.6 in) per support point, without disassembly of the whole system. This is especially important to be able to respond on sagging of the ground Easy handling for installation, rail maintenance – a problem typical for crane tracks, caused by the different and replacement ground textures in the port area and the extreme loads of the Flexibly applicable as single supporting point: no special heavy cranes. All steel parts are protected from corrosion, so shoulders (e.g. as for concrete sleepers) required. that they can also be used under extreme weather con ditions including aggressive saline maritime air. Installation is possible both with top-down and with bottom-up method. The DFF 30 HH system is already being used in two Australian For welding of the rail, no fastening elements have to projects – Port of Brisbane as well as Port Botany in Sydney. be removed from the supporting point. All components can be replaced.

Vos_Produktbroschüre_DFF_30_HH_US_150910_v2.indd 2 14.09.15 16:11 Vos_Produktbroschüre_DFF_30_HH_US_150910_v2.indd 3 14.09.15 16:11 Safety. Comfort. Track protection. Creep resistance and rail tilting protection

] Thanks to anti-tilting property

continuously clamped in a force-fitted way by the two spring arms b s [ l the spring deflection does not change under higher forces, with a spring deflection of approx. 14 mm (0.55 in) and a toe load oad overstressing of spring arms is prevented of approx. 12.5 kN (2.8 kip). With this, a high creep resistance is toe l 2,810 also achieved: When the trains accelerate / decelerate, the rails re- 2 ,500 clamping point main in position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, a small gap between the middle bend

and the rail foot of the rail has exactly the play that is required for air gap 0,0000 operation. If the rail tilts excessively, e.g. in narrow curves, high 0 0.0,330 0.55 00,6.60

forces are applied to the tension clamp. The Skl 30 is able to resist spring deflection [inch] them: Rail movements are compensated by the middle bend after the air gap has been overcome, and the spring arms are not overstretched.

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_DFF_30_HH_US_150910_v2.indd 4 14.09.15 16:11 System DFF 300 UTS

Highly elastic rail fastening for metro – the optimum single support point for slab track TravelSafety. comfort through optimumComfort. rail deflection Track protection. The railway track must be elastic to compensate forces caused by running trains. Zimmermann computation -0.02 Because ballast is not used for slab tracks, the highly-elastic cellentic components of passing of train 0 the rail fastening system are designed to undertake this job. The DFF 300 UTS system h] n c with cellentic intermediate plate allows rail deflection and can optimally distribute [ i 0.02 o n t i e c occurring vertical forces. The result: Protection of track. Its elasticity is adapted to f l 0.04 d e l static axle load: 19.8 t the traffic load to achieve optimum rail deflection: load distribution is at the maxi- ra i max. y = 0.075 train: passenger train 0.06 speed: 50 mph mum without overloading the rail. Furthermore, the cellentic component damps the dynamic max y dyn = 0.076 0.08 vibrations caused by the unevenness of the track and wheels; structure-borne track -250 -150 -50 50 150 250 vibration is minimized. The result: high travel comfort, high safety through smooth distance from axis-centre [inch] running, as well as long lifetime of track components and vehicles. Simplified demonstration: one axle of a two axle bogie Creep resistance and rail tilting protection To allow optimum deflection for the rail, its fastening must respond in an elastic Load-deflection-curve way. Therefore, the Skl 21 has a long spring deflection: When force is applied by a train, its spring arms remain in contact with the rail foot in each situation. For this simple SKL 1 SKL 21 5,000

purpose, the rail is continuously clamped in a force-fitted way by the two spring ] Thanks to anti-tilting property b s the spring deflection does [ l arms with a spring deflection of approx. 14.5 mm (0.57 in) and a toe load of ap- not change under higher oad forces, overstressing of spring arms is prevented toe l prox. 10 kN (2.25 kip). With this, also a high creep resistance is achieved: When the clamping 2,500 point trains accelerate / decelerate, the rails remain in position; dangerous fracture gaps 2,250 due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of the rail has exactly the play required for operation. If the air gap 0,0000 0 0.0,330 0.57 0 .0,660 rail tilts excessively, e.g. in narrow curves, high forces are applied to the tension spring load [inch] clamp. The Skl 21 is able to resist them: Rail movements are limited by the middle bend after the gap has been over come, and the spring arms are not overstretched.

Rail fastening system DFF 300 UTS with tension clamp Skl 21 Typical field of application Urban transport / Transit; single support point on slab track Axle load ≤ 18 tonnes (20 tons) Speed ≤ 140 km/h (90 mph) Curve radius ≥ 80 m (265 ft or 20°) Height adjustment + 30 mm (1.2 in) Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 21 2.5 mm (0.10 in) Static stiffness of cellentic intermediate plate ≥ 16 kN/mm (90 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic intermediate plate 1.1 EN 13146-9:2011 System DFF 300 UTS Toe load of Skl 21 (nominal) 10 kN (2.25 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Highly elastic rail fastening for metro – Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System audit / homologation EN 13481-5: 2012 the optimum single support point for slab track

Vos_Produktbroschüre_DFF-300-UTS_US_150910_v2.indd 4 14.09.15 16:19 Vos_Produktbroschüre_DFF-300-UTS_US_150910_v2.indd 1 14.09.15 16:19 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

Urban Transport – Always smooth with stop and go Frequent braking and starting on many stops within the shortest time characterize urban transport. In this case, highly elastic components provide for comfortable travelling at high operating safety and reduced noise nuisance – at axle loads of up to 18 tonnes (20 tons) for Metro/ 13 tonnes (15 tons) for Tram.

Direct fastening on slab track Slab track systems must meet special requirements to deflect forces generated by a rolling train into the ground in a smooth and material- saving way: The highly elastic components of the rail fastening systems must take over the original elasticity of the ballasted track. For system DFF 300 UTS, a highly-elastic elastomer-intermediate plate made of cellentic is used in order to achieve that result. In case of single support points, the system’s base plates take over the function of concrete ties and their shoulders: they keep the rail in the track and transfer dynamic forces in the substructure.

System DFF 300 UTS – Flexible resource-saving application in the slab track With the DFF 300 UTS system, Vossloh Fastening Systems established a rail fastening system as single support point on a slab track that has been developed on the basis of the approved advantages of the rail fastening system 300 and with this, it has been adapted to the special requirements of urban transport. Required material quantities are optimized due to the geometry of the plastic base plate. The high portion of durable plastics ensures corrosion protection and electrical insulation. Compared to steel this light-weight material also provides logistic advantages and an easier, safer handling during installation.

Vos_Produktbroschüre_DFF-300-UTS_US_150910_v2.indd 2 14.09.15 16:19 Vossloh Fastening Systems System DFF 300 UTS Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The W-shape of the Skl 21 provides safety Angled guide plates keep Urban Transport – Always smooth with stop and go For meeting the required rail creep resistance two the rail in the track Frequent braking and starting on many stops within the shortest time characterize urban transport. In this highly elastic, independently acting spring arms The angled guide plates lead the steadily hold the rail down; the middle bend acts forces introduced into the rail by case, highly elastic components provide for comfortable travelling at high operating safety and reduced as an additional tilting protection. With its high train in the base plate first and then noise nuisance – at axle loads of up to 18 tonnes (20 tons) for Metro/ 13 tonnes (15 tons) for Tram. fatigue strength, it resists the dynamic vertical into the concrete. In this way, the movements that are caused when the vehicle rolls screw-dowel combinations are not over the rail. The system is maintenance-free: Due loaded by shearing and bending to the permanently acting tension, Skl and forces. The design of the angled Direct fastening on slab track screw cannot loosen, the middle bend prevents guide plates additionally supports the spring arms from plastic deformation. the tilting protection. Different Slab track systems must meet special requirements to deflect forces widths can regulate the gauge. generated by a rolling train into the ground in a smooth and material- A steel plate ensures an optimum saving way: The highly elastic components of the rail fastening systems distribution of load must take over the original elasticity of the ballasted track. A steel plate provides for load distribu- Highly-elastic intermediate For system DFF 300 UTS, a highly-elastic elastomer-intermediate tion from the rail foot to the elastic in- plate for low vibration termediate plate and offers additional The elasticity of the special cellentic plate made of cellentic is used in order to achieve that result. In case of tilting protection through its large sur- material ensures stable rail deflection; single support points, the system’s base plates take over the function face. A plastic rail pad insulates the Vibrations and structure-borne noise of concrete ties and their shoulders: they keep the rail in the track rail electrically. are minimised. Their reinforced edge and transfer dynamic forces in the substructure. area also contributes to the tilting Adjustable height protection. Using height adjustment plates, the height of the system can be regulated within 30 mm System DFF 300 UTS – Flexible resource-saving application in the slab track (1.2 in). With the optimized height adjust- Base plate With the DFF 300 UTS system, Vossloh Fastening Systems established a rail fastening ment plates NG the cellentic intermediate system as single support point on a slab track that has been developed on the basis plate rests completely on the bearing face. of the approved advantages of the rail fastening system 300 and with this, it has Securely clamped with been adapted to the special requirements of urban transport. screw-dowel combinations Required material quantities are optimized due to the geometry of the plastic base plate. The high portion of durable plastics ensures corrosion protection and electrical insulation. Compared to steel this light-weight material also provides logistic advantages and an easier, safer handling during installation.

Easy handling for installation, rail maintenance and replacement Flexibly applicable as single support point: no special shoulders (e.g. for concrete ties) required. Installation is possible both with top-down and with bottom-up method. cellentic is an elastomer made of EPDM that ensures high stability against many types of chemical attacks. The advantage: For welding of the rail, no fastening elements have the material provides excellent resistance to temperature, aging, and weather conditions as well as it is very stable under per- to be removed from the support point. manent load. Components made of cellentic optimize the elasticity for a reduction of vibrations and the protection of track. All components can be replaced.

Vos_Produktbroschüre_DFF-300-UTS_US_150910_v2.indd 2 14.09.15 16:19 Vos_Produktbroschüre_DFF-300-UTS_US_150910_v2.indd 3 14.09.15 16:19 TravelSafety. comfort through optimumComfort. rail deflection Track protection. The railway track must be elastic to compensate forces caused by running trains. Zimmermann computation -0.02 Because ballast is not used for slab tracks, the highly-elastic cellentic components of passing of train 0 the rail fastening system are designed to undertake this job. The DFF 300 UTS system h] n c

with cellentic intermediate plate allows rail deflection and can optimally distribute [ i 0.02 o n t i e c occurring vertical forces. The result: Protection of track. Its elasticity is adapted to f l 0.04 d e

l static axle load: 19.8 t

the traffic load to achieve optimum rail deflection: load distribution is at the maxi- ra i max. y = 0.075 train: passenger train 0.06 speed: 50 mph mum without overloading the rail. Furthermore, the cellentic component damps the dynamic max y dyn = 0.076 0.08 vibrations caused by the unevenness of the track and wheels; structure-borne track -250 -150 -50 50 150 250 vibration is minimized. The result: high travel comfort, high safety through smooth distance from axis-centre [inch] running, as well as long lifetime of track components and vehicles. Simplified demonstration: one axle of a two axle bogie Creep resistance and rail tilting protection To allow optimum deflection for the rail, its fastening must respond in an elastic Load-deflection-curve way. Therefore, the Skl 21 has a long spring deflection: When force is applied by a train, its spring arms remain in contact with the rail foot in each situation. For this simple SKL 1 SKL 21 5,000

purpose, the rail is continuously clamped in a force-fitted way by the two spring ] Thanks to anti-tilting property

b s the spring deflection does [ l arms with a spring deflection of approx. 14.5 mm (0.57 in) and a toe load of ap- not change under higher

oad forces, overstressing of spring arms is prevented toe l prox. 10 kN (2.25 kip). With this, also a high creep resistance is achieved: When the clamping 2,500 point trains accelerate / decelerate, the rails remain in position; dangerous fracture gaps 2,250 due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of the rail has exactly the play required for operation. If the air gap 0,0000 0 0.0,330 0.57 0 .0,660 rail tilts excessively, e.g. in narrow curves, high forces are applied to the tension spring load [inch] clamp. The Skl 21 is able to resist them: Rail movements are limited by the middle bend after the gap has been over come, and the spring arms are not overstretched.

Rail fastening system DFF 300 UTS with tension clamp Skl 21 Typical field of application Urban transport / Transit; single support point on slab track Axle load ≤ 18 tonnes (20 tons) Speed ≤ 140 km/h (90 mph) Curve radius ≥ 80 m (265 ft or 20°) Height adjustment + 30 mm (1.2 in) Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 21 2.5 mm (0.10 in) Static stiffness of cellentic intermediate plate ≥ 16 kN/mm (90 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic intermediate plate 1.1 EN 13146-9:2011 Toe load of Skl 21 (nominal) 10 kN (2.25 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System audit / homologation EN 13481-5: 2012

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_DFF-300-UTS_US_150910_v2.indd 4 14.09.15 16:19 System 300 New Generation

Highly elastic rail fastening for high speed and conventional rail – the sustainable solution for slab track Safety. Comfort. Track protection. Travel comfort through optimum rail deflection The railway track must be elastic to compensate forces caused by running trains. Zimmermann computation -0.02 Because ballast is not used for slab tracks, the highly-elastic cellentic components passing of train 0 of the rail fastening system are designed to undertake this job. The 300 NG system with h] 0.02 cellentic intermediate plate allows rail deflection and can optimally distribute occurring n c on [ i t i 0.04 Axle load: 20.94 t e c static train: passenger train vertical forces. The result: Proctection of track. Its elasticity is adapted to the traffic load max. y = 0.0600 speed: 186.41 mph def l 0.06 to achieve optimum rail deflection: load distribution is at the maximum without over- rai l dynamic Max y dyn = 0.6048 0.08 loading the rail. Furthermore, the cellentic component damps the vibrations caused -250 -150 -50 50 150 250 distance from axis-centre [inch] by the unevenness of the track and the wheels; structure-borne track vibration is minimized. The result: high travel comfort, high safety through smooth running, as well as Simplified demonstration: one axle of a two axle bogie long lifetime of track components and vehicles.

Creep resistance and rail tilting protection To allow optimum deflection for the rail, its fastening must response in an elastic way. Load-deflection-curve Therefore, the Skl 15 has a long spring deflection: When forces are applied by a train, its simple SKL 1 SKL 15 5,000 spring arms remain in contact with the rail foot in each situation. For this purpose, the rail Thanks to anti-tilting property

the spring deflection does not ] change under higher forces, b s

is continuously clamped in a force-fitted way by the two spring arms with a spring deflec- [ l overstressing of spring arms is prevented tion of approx. 20 mm (0.8 in) and a toe load of approx. 9 kN (2 kip). With this, a high rail oad toe l creep resistance is also achieved: When the trains accelerate/ decelerate, the rails remain 2,500 2,020 clamping in position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, point air gap a gap between the middle bend and the rail foot of the rail has exactly the play that is re- 0 0 0.3 0.6 0.78 0.9 quired for operation. If the rail tilts excessively, e.g. in narrow curves, high forces are spring deflection [inch] applied to the tension clamp. The Skl 15 is able to resist them: Rail movements are limited by the middle bend after the air gap has been overcome, and the spring arms are not overstretched.

Rail fastening system 300 NG with tension clamp Skl 15 Typical field of application High speed / Conventional rail; slab track with sleepers / supporting plates Axle load ≤ 26 tonnes (29 tons) Speed For HS: ≥ 250 km/h (155 mph) // for CR: ≤ 250 km/h (155 mph) Curve radius For HS: ≥ 400 m (1,300 ft or 4°) // for CR: 150 m (500 ft or 12°) Height adjustment -4 mm/ + 76 mm (-0.16 in/ + 3.00 in) Gauge adjustment ± 16 mm (±0.64 in) Vertical fatigue strength of Skl 15 3.0 mm (0.12 in) Static stiffness of cellentic intermediate plate ≥ 17 kN/mm (97 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic intermediate plate 1.1 EN 13146-9:2011 System 300 New Generation Toe load of Skl 15 (nominal) 9 kN (2 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Highly elastic rail fastening for high speed and conventional rail – the Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 sustainable solution for slab track System approval / homologation EN 13481-5: 2012

Vos_Produktbroschüre_Sys-300NG_US_150910_v1.indd 1 14.09.15 16:24 Vos_Produktbroschüre_Sys-300NG_US_150910_v1.indd 4 14.09.15 16:24 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

High Speed on an elastic base High speed means high dynamic forces – a test of stamina for the rail fastening system. Vossloh tension clamps for high speed traffic with more than 250 km/h (155 mph) ensure safe tensioning. Highly elastic components compensate acting forces in an outstanding way.

System 300 NG – the optimized sleeper solution for slab tracks Slab track systems optimally resist forces that are caused by high speed trains – the track bed course does not displace and maintenance costs are reduced. The 300 NG system combines these characteristics with the advantages of concrete sleepers: Sleeper shoulders stabilize the system and deflect the forces generated by the traffic. The 300 NG system achieves the elasticity required for the railway tracks by its elastomer intermediate plate made of cellentic that rests on the rail seat and provides for optimum distribution of load.

Vos_Produktbroschüre_Sys-300NG_US_150910_v1.indd 2 14.09.15 16:24 Vossloh Fastening Systems System 300 NG Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The W-shape of the Skl 15 provides safety A steel plate ensures an optimum High Speed on an elastic base For meeting the required rail creep resistance two highly distribution of load elastic, independently acting spring arms steadily hold A steel plate ensures load distribution High speed means high dynamic forces – a test of stamina for the rail fastening system. Vossloh tension the rail down; the middle bend acts as an additional from the rail foot to the elastic inter- clamps for high speed traffic with more than 250 km/h (155 mph) ensure safe tensioning. Highly elastic tilting protection. With its high fatigue strength, it resists mediate plate and offers additional components compensate acting forces in an outstanding way. the dynamic vertical movements that are caused when tilting protection through its large sur- the vehicle rolls over the rail. The system is maintenance- face. A plastic rail pad insulates the free: Due to the permanently acting tension, Skl and rail electrically. Conventional Rail – Safety on standard routes screw cannot loosen, the middle bend prevents the Safety and comfort are decisive for rail traffic. Our tension clamps provide a stable fastening solution for spring arms from plastic deformation. types of track with a permissible axle load of up to 26 tonnes (29 tons). The highly elastic components additionally ensure a comfortable journey. Angled guide plates keep the rail Highly-elastic intermediate plate in the track for less vibration The angle guide plates lead the forces The elasticity of the special cellentic introduced into the rail by train in the material ensures stable rail deflection; System 300 NG – the optimized sleeper solution for slab tracks concrete. In this way, the screw-dowel Vibrations and structure-borne noise are combinations are not loaded by shearing minimised. Their reinforced edge area Slab track systems optimally resist forces that are caused by high speed trains – the track and bending forces. The design of the also contributes to the tilting protection. bed course does not displace and maintenance costs are reduced. The 300 NG system angled guide plates additionally sup- combines these characteristics with the advantages of concrete sleepers: Sleeper shoul- ports the tilting protection. Different ders stabilize the system and deflect the forces generated by the traffic. The 300 NG sys- widths can regulate the gauge. tem achieves the elasticity required for the railway tracks by its elastomer intermediate plate made of cellentic that rests on the rail seat and provides for optimum distribution of load.

Approved quality system – sustainably optimized Reliable functionality and stability with resource-saving design – this is provided by the new generation of the Vossloh rail fastening systems. The System 300 System 300 NG Adjustable height new 300 NG system is a further developed design of the approved system Using height adjustment plates, 300 and the result of 40 years of experience in high-speed traffic. New an- the height of the system can be regulated within 76 mm (3 in). gled guide plates, intermediate plates and load distribution plates have With the optimized height ad- been optimally adapted to each other. At the same time, it can be used for justment plates NG the cellentic Securely clamped with existing track and sleeper designs of the system 300 and is offering con- intermediate plate rests com- screw-dowel combinations stant functionality and stability. Optimized usage of material does not only pletely on the bearing face. save the environment but also reduces logistic costs. The new components are adapted to the approved Vossloh tension clamp Skl 15 to ensure already established characteristics, e.g. high fatigue strength and high toe load. Easy handling for installation and rail maintenance due The highly elastic cellentic intermediate plate guarantees saving of the to preassembly and exchangeability track by optimum load distribution. All parts of the fastening system can be preassembled in the factory for sleepers and prefabricated elements. At the construction site, it will only be required to lay the rail and clamp it. That way, fastening components cannot get lost. cellentic is an elastomer made of EPDM that ensures high stability against many types of chemical attacks. The advantage: For welding of the rail, no fastening elements have to be removed from the material provides excellent resistance to temperature, aging, and weather conditions as well as it is very stable under per- the support point. manent load. Components made of cellentic optimize the elasticity for a reduction of vibrations and the protection of track. All components, including dowels, can be replaced.

Vos_Produktbroschüre_Sys-300NG_US_150910_v1.indd 2 14.09.15 16:24 Vos_Produktbroschüre_Sys-300NG_US_150910_v1.indd 3 14.09.15 16:24 Safety. Comfort. Track protection. Travel comfort through optimum rail deflection The railway track must be elastic to compensate forces caused by running trains. Zimmermann computation -0.02 Because ballast is not used for slab tracks, the highly-elastic cellentic components passing of train 0

of the rail fastening system are designed to undertake this job. The 300 NG system with h] 0.02 cellentic intermediate plate allows rail deflection and can optimally distribute occurring n c on [ i t i 0.04 Axle load: 20.94 t

e c static train: passenger train vertical forces. The result: Proctection of track. Its elasticity is adapted to the traffic load max. y = 0.0600 speed: 186.41 mph def l 0.06 to achieve optimum rail deflection: load distribution is at the maximum without over- rai l dynamic Max y dyn = 0.6048 0.08 loading the rail. Furthermore, the cellentic component damps the vibrations caused -250 -150 -50 50 150 250 distance from axis-centre [inch] by the unevenness of the track and the wheels; structure-borne track vibration is minimized. The result: high travel comfort, high safety through smooth running, as well as Simplified demonstration: one axle of a two axle bogie long lifetime of track components and vehicles.

the spring deflection does not ] change under higher forces, b s

Rail fastening system 300 NG with tension clamp Skl 15 Typical field of application High speed / Conventional rail; slab track with sleepers / supporting plates Axle load ≤ 26 tonnes (29 tons) Speed For HS: ≥ 250 km/h (155 mph) // for CR: ≤ 250 km/h (155 mph) Curve radius For HS: ≥ 400 m (1,300 ft or 4°) // for CR: 150 m (500 ft or 12°) Height adjustment -4 mm/ + 76 mm (-0.16 in/ + 3.00 in) Gauge adjustment ± 16 mm (±0.64 in) Vertical fatigue strength of Skl 15 3.0 mm (0.12 in) Static stiffness of cellentic intermediate plate ≥ 17 kN/mm (97 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic intermediate plate 1.1 EN 13146-9:2011 Toe load of Skl 15 (nominal) 9 kN (2 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System approval / homologation EN 13481-5: 2012

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_Sys-300NG_US_150910_v1.indd 4 14.09.15 16:24 System W 14

Highly elastic rail fastening for high speed and conventional rail – the established solution for ballasted track with concrete sleeper Safety. Comfort. Track protection. Travel comfort through optimum rail deflection The railway track must be elastic to compensate forces caused by running trains. The Zimmermann computation highly elastic cellentic components of the fastening system take over this job in addiation -0.02 passing of train to the ballast. The W 14 system with cellentic rail pad allows rail deflection and can opti- 0 mally distribute occurring vertical forces. The result: Protection of track. Its elasticity is h] n c 0.02 on [ i : 22.05 t t i Axle load

adapted to the traffic load to achieve optimum rail deflection: load distribution is at the e c train: passenger train 0.04 speed: 124 mph def l static maximum without overloading the rail. Furthermore, the cellentic component damps the rai l max. y = 0.0466 0.06 vibrations caused by the unevenness of the track and the wheels; structure-borne track dynamic max y dyn= 0.05 vibration is minimized. The result: high travel comfort, high safety through smooth run- 0.08 -250 -200 -150 -100 -50 0 50 100 150 200 250 ning, as well as long lifetime of track components and vehicles. distance from axis-centre [inch]

Creep resistance and rail tilting protection Simplified demonstration: one axle of a two axle bogie To allow optimum deflection for the rail, its fastening must respond in an elastic way. Load-deflection-curve Therefore, the Skl 14 has a long spring deflection: When force is applied by a train, its simple SKL 1 SKL 14 5,000 spring arms remain in contact with the rail foot in each situation, also when the rail de- Thanks to anti- tilting property

] the spring b s flects. For this purpose, the rail is continuously clamped in a force-fitted way by the two [ l deflection does d not change o a

l under higher spring arms with a deflection of approx. 12 mm (0.47 in) and a toe load of approx. 9 kN to e forces, 2,500 clamping overstressing of point spring arms is (2 kip). With this, also a high creep resistance is achieved: When the trains accelerate / 2,020 prevented decelerate, the rails remain in position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of air gap 0,000 0 00 0.0,330 0.47 00,6.60 the rail has exactly the play required for operation. If the rail tilts excessively, e.g. in nar- spring deflection [inch] row curves, high forces are applied to the tension clamp. The Skl 14 is able to resist them: Rail movements are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system W 14 with tension clamp Skl 14 Typical field of application High speed / Conventional rail; ballasted track with concrete sleepers Axle load ≤ 26 tonnes (29 tons) Speed For HS: ≥ 250 km/h (155 mph) // for CR: ≤ 250 km/h (155 mph) Curve radius For HS: ≥ 400 m (1.300 ft or 4°) // for CR: ≥ 150 m (500 ft or 12°) Height adjustment optional Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 14 2 mm (0.08 in) Static stiffness of cellentic rail pad ≥ 50 kN/mm (285 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic rail pad 1.1 EN 13146-9:2011 Toe load of Skl 14 (nominal) 9 kN (2 kip) EN 13146-7: 2012 System W 14 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 Highly elastic rail fastening for high speed and conventional rail – System approval / homologation EN 13481-2: 2012 the established solution for ballasted track with concrete sleeper

Vos_Produktbroschüre_W14_US_150910_v1.indd 4 14.09.15 16:46 Vos_Produktbroschüre_W14_US_150910_v1.indd 1 14.09.15 16:46 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

System W 14 – established solution for concrete sleepers on ballasted tracks The combination of concrete sleepers on ballast is the most frequently used railway track structure all over the world. In the so-called W-track, sleeper shoulders provide stability for track and fastening system and allow the transfer of forces generated by traffic. The ballast bed is flexible and transfers these loads homogeneously into the substructure. Furthermore, it absorbs noise and vibration caused by rolling trains. The W 14 system completes this railway track perfectly because its elastomer rail pad made of cellentic optimizes the elasticity and with this, it contributes to the protection of the track bed.

The original made by Vossloh: the most popular solution for ballasted track for more than 25 years Developed in the 1980s and installed in Germany for the first time, Vossloh‘s system W 14 became the most popular fastening system for W-tracks worldwide. For the first time, the nowadays common way of pre-assembling was possible – due to the back then novel shape of the Skl 14. This revolutionised the track installation; it became easier, faster and therefore less expensive. Additionally, the tension clamp Skl 14 initiated the possibility of using elastic rail pads to improve travelling comfort and the life cycle of track components. Today transportation companies from more than 50 countries swear by Vosslohs W 14. More than a quarter of a billion fastening points of the system are already installed, equating more than 80.000 km (50.000 miles) track length – a route that could circle the earth twice. By using elastic cellentic rail pads, the system is also suitable for high speed traffic – in France, Saudi Arabia and Morocco at speeds up to 320 km/h (200 mph).

Vos_Produktbroschüre_W14_US_150910_v1.indd 2 14.09.15 16:46 Vossloh Fastening Systems System W 14 Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The W-shape of the Skl 14 provides safety High Speed on an elastic base For meeting the required rail creep resistance two highly elastic, independently acting spring arms steadily hold the rail down; High speed means high dynamic forces – a test of stamina for the rail fastening system. Vossloh tension the middle bend acts as an additional tilting protection. With its cellentic rail pad for high elasticity clamps for high speed traffic with more than 250 km/h (155 mph) ensure safe tensioning. Highly elastic high fatigue strength, it resists the dynamic vertical movements The elasticity of the particular cellentic components compensate acting forces in an outstanding way. that are caused when the vehicle rolls over the rail. The system material ensures the compensation of is maintenance-free: Due to the permanently acting tension, Skl vertical forces and with this, stable rail Conventional Rail – Safety on standard routes and screw cannot loosen, the middle bend prevents the spring deflection; it also damps vibrations arms from plastic deformation. and minimizes the structure-borne Safety and comfort are decisive for rail traffic. Our tension clamps provide a stable fastening solution for noise. types of track with a permissible axle load of up to 26 tonnes (29 tons). The highly elastic components additionally ensure a comfortable journey. Angled guide plates keep the rail in the track The angled guide plates lead the forces introduced into the rail by train in the concrete. In System W 14 – established solution for concrete sleepers on ballasted tracks this way, the screw-dowel combinations are The combination of concrete sleepers on ballast is the most frequently used railway not loaded by shearing and bending forces. track structure all over the world. In the so-called W-track, sleeper shoulders provide The design of the angled guide plates additionally supports the tilting protection. stability for track and fastening system and allow the transfer of forces generated by Different widths can regulate the gauge. traffic. The ballast bed is flexible and transfers these loads homogeneously into the substructure. Furthermore, it absorbs noise and vibration caused by rolling trains. Securely clamped with the The W 14 system completes this railway track perfectly because its elastomer rail pad screw-dowel combination NG made of cellentic optimizes the elasticity and with this, it contributes to the protection The high-quality dowels made of high- of the track bed. tech material are extremely loadable and efficient: Lateral forces are re- The original made by Vossloh: the most popular solution for ballasted track for duced, this leads to a decrease in more than 25 years Adjustable height the load on the sleeper. Using height adjustment plates, the Developed in the 1980s and installed in Germany for the first time, Vossloh‘s system height of the system can beregulated. W 14 became the most popular fastening system for W-tracks worldwide. With the optimized height adjustment plates NG the cellentic rail pad rests For the first time, the nowadays common way of pre-assembling was possible – due to completely on the bearing face. the back then novel shape of the Skl 14. This revolutionised the track installation; it became easier, faster and therefore less expensive. Additionally, the tension clamp Skl 14 initiated the possibility of using elastic rail pads to improve travelling comfort and the life cycle of track components. Easy handling for installation and rail maintenance due to preassembly and exchangeability Today transportation companies from more than 50 countries swear by Vosslohs W 14. More than a quarter of a billion fastening points of the system are already installed, equating more than 80.000 km (50.000 miles) track length – a route that could circle All fastening components can be preassembled in the sleeper the earth twice. By using elastic cellentic rail pads, the system is also suitable for high speed traffic – in France, Saudi Arabia and factory. Morocco at speeds up to 320 km/h (200 mph). At the construction site, it will only be required to lay the rail and clamp it. That way, fastening components cannot get lost. Due to the innovative tool VosMat Rapid, an automated installation of the system is possible. For welding of the rail, no fastening elements have to be cellentic is an elastomer made of EPDM that ensures high stability against many types of chemical attacks. The advantage: removed from the sleeper. the material provides excellent resistance to temperature, aging, and weather conditions as well as it is very stable under per- All components, including dowels, can be replaced easily. manent load. Components made of cellentic optimize the elasticity for a reduction of vibrations and the protection of track. Replacement of sleepers can be avoided.

Vos_Produktbroschüre_W14_US_150910_v1.indd 2 14.09.15 16:46 Vos_Produktbroschüre_W14_US_150910_v1.indd 3 14.09.15 16:46 Safety. Comfort. Track protection. Travel comfort through optimum rail deflection The railway track must be elastic to compensate forces caused by running trains. The Zimmermann computation highly elastic cellentic components of the fastening system take over this job in addiation -0.02 passing of train

to the ballast. The W 14 system with cellentic rail pad allows rail deflection and can opti- 0

mally distribute occurring vertical forces. The result: Protection of track. Its elasticity is h] n c 0.02

on [ i : 22.05 t

t i Axle load

adapted to the traffic load to achieve optimum rail deflection: load distribution is at the e c train: passenger train 0.04 speed: 124 mph def l static

maximum without overloading the rail. Furthermore, the cellentic component damps the rai l max. y = 0.0466 0.06 vibrations caused by the unevenness of the track and the wheels; structure-borne track dynamic max y dyn= 0.05 vibration is minimized. The result: high travel comfort, high safety through smooth run- 0.08 -250 -200 -150 -100 -50 0 50 100 150 200 250 ning, as well as long lifetime of track components and vehicles. distance from axis-centre [inch]

] the spring b s flects. For this purpose, the rail is continuously clamped in a force-fitted way by the two [ l deflection does d not change o a

l under higher

spring arms with a deflection of approx. 12 mm (0.47 in) and a toe load of approx. 9 kN to e forces, 2,500 clamping overstressing of point spring arms is (2 kip). With this, also a high creep resistance is achieved: When the trains accelerate / 2,020 prevented decelerate, the rails remain in position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of air gap 0,000 0 00 0.0,330 0.47 00,6.60 the rail has exactly the play required for operation. If the rail tilts excessively, e.g. in nar- spring deflection [inch] row curves, high forces are applied to the tension clamp. The Skl 14 is able to resist them: Rail movements are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system W 14 with tension clamp Skl 14 Typical field of application High speed / Conventional rail; ballasted track with concrete sleepers Axle load ≤ 26 tonnes (29 tons) Speed For HS: ≥ 250 km/h (155 mph) // for CR: ≤ 250 km/h (155 mph) Curve radius For HS: ≥ 400 m (1.300 ft or 4°) // for CR: ≥ 150 m (500 ft or 12°) Height adjustment optional Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 14 2 mm (0.08 in) Static stiffness of cellentic rail pad ≥ 50 kN/mm (285 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic rail pad 1.1 EN 13146-9:2011 Toe load of Skl 14 (nominal) 9 kN (2 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System approval / homologation EN 13481-2: 2012

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_W14_US_150910_v1.indd 4 14.09.15 16:46 System W 21

Highly elastic rail fastening for high speed and conventional rail – the modern solution for ballasted track with concrete sleeper Safety. Comfort. Track protection. Travel comfort through optimum rail deflection

The railway track must be elastic to compensate forces caused by running trains. The highly Zimmermann computation elastic cellentic components of the fastening system take over this job in addition to the -0.02 passing of train ballast. The W 21 system with cellentic rail pad allows rail deflection and can optimally 0

distribute occurring vertical forces. The result: Protection of track. Its elasticity is adapt- h] dynamic n c 0.02 W 21 on [ i t i max y dyn= 0.0617 ed to the traffic load to achieve optimum rail deflection: load distribution is at the maxi- W 21 HS W 21 HS Axle load: 21.8 t e c max y dyn= 0.0636 train: passenger train 0.04 def l speed: 155 mph

mum without overloading the rail. Furthermore, the cellentic component damps the rai l

W 21 Axle load: 21.8 t vibrations caused by the unevenness of the track and the wheels; structure-borne track 0.06 train: passenger train static speed: 99 mph max. y = 0.06 max. y = 0.06 vibration is minimized. The result: high travel comfort, high safety through smooth run- 0.08 -250 -200 -150 -100 -50 0 50 100 150 200 250 ning, as well as long lifetime of track components and vehicles. distance from axis-centre [inch]

Creep resistance and rail tilting protection Simplified demonstration: one axle of a two axle bogie

To allow optimum deflection for the rail, its fastening must respond in an elastic way. Load-deflection-curve Therefore, the Skl 21 has a long spring deflection: When force is applied by a train, its simple SKL 1 SKL 21 spring arms remain in contact with the rail foot in each situation, also when the rail 5,000

] Thanks to anti-tilting property b s the spring deflection does [ l deflects. For this purpose, the rail is continuously clamped in a force-fitted way by the not change under higher oad forces, overstressing of spring arms is prevented toe l two spring arms with a deflection of approx. 14.5 mm (0.6 in) and a toe load of approx. clamping 2,500 point 10 kN (2.3 kip). With this, also a high creep resistance is achieved: When the trains ac- 2,250

celerate / decelerate, the rails remain in position, dangerous open fracture gaps due to air gap

0,000 broken rails are avoided. Simultaneously, a small gap between the middle bend and 0 0 0,3 0,6 0 0.30 0.57 0 .60 the rail foot of the rail has exactly the play required for operation. If the rail tilts exces- spring load [inch] sively, e.g. in narrow curves, high forces are applied to the tension clamp. The Skl 21 is able to resist them: Rail movements are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system W 21 with tension clamp Skl 21 Typical field of application High speed / Conventional rail; ballasted track with concrete sleepers Axle load ≤ 26 tonnes (29 tons) Speed For HS: ≥ 250 km/h (155 mph) // for CR: 250 km/h (155 mph) Curve radius For HS: ≥ 400 m (1,300 ft or 4°) // for CR: ≥ 150 m (500 ft or 12°) Height adjustment optional Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 21 2.5 mm (0.10 in) Static stiffness of cellentic rail pad ≥ 30 kN/mm (170 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic rail pad 1.1 EN 13146-9:2011 Toe load of Skl 21 (nominal) 10 kN (2.25 kip) EN 13146-7: 2012 System W 21 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 Highly elastic rail fastening for high speed and conventional rail – System approval / homologation EN 13481-2: 2012 the modern solution for ballasted track with concrete sleeper

Vos_Produktbroschüre_Sys-W21_US_150910_v2.indd 4 14.09.15 16:36 Vos_Produktbroschüre_Sys-W21_US_150910_v2.indd 1 14.09.15 16:36 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

System W 21 – modern solution for concrete sleepers on ballasted tracks The combination of concrete sleepers on ballast is the most frequently used railway track structure all over the world. In the so-called W-track, sleeper shoulders provide stability for track and fastening system and allow the transfer of forces generated by traffic. The ballast bed is flexible and transfers these loads homogeneously into the substructure. Furthermore, it absorbs noise and vibration caused by rolling trains. The W 21 system completes this railway track perfectly because its elastomer rail pad made of cellentic optimizes the elasticity and with this, it contributes to the protection of the track bed.

The all-rounder developed by the engineers of the W-fastening system The W 21 system for conventional rail offers the same elasticity than the already approved W 14. However, the tension clamp Skl 21 with its fatigue strength of 2.5 mm and a deflection of 14.5 mm performs clearly more than the Skl 14. For this purpose, Vossloh has reinforced the Skl 21 by a thicker wire diameter. Due to the improved characteristics of the Skl 21, a highly elastic rail pad can be added in the W 21 HS («High Speed») system: Perfect requirements for the load transfer in high speed tracks. The W 21 system becomes increasingly popular and since 2008 it has been being used in 30 countries on a total of about 3.000 km (1.900 miles), for instance in Argentina, Algeria, Azerbaijan, Bulgaria, Czech Republic, Finland, Germany, Kyrgyzstan, Lithuania and Slovakia.

Vos_Produktbroschüre_Sys-W21_US_150910_v2.indd 2 14.09.15 16:36 Vossloh Fastening Systems System W 21 Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The W-shape of the Skl 21 provides safety cellentic rail pad for high elasticity High Speed on an elastic base For meeting the required rail creep resistance two The elasticity of the particular cellentic highly elastic, independently acting spring arms material ensures the compensation of High speed means high dynamic forces – a test of stamina for the rail fastening system. Vossloh tension steadily hold the rail down; the middle bend acts as vertical forces and with this, stable rail clamps for high speed traffic with more than 250 km/h (155 mph) ensure safe tensioning. Highly elastic an additional tilting protection. With its high fatigue deflection; it also damps vibrations components compensate acting forces in an outstanding way. strength, it resists the dynamic vertical movements and minimizes the structure-borne that are caused when the vehicle rolls over the rail. noise. The system is maintenance-free: Due to the perma- Conventional Rail – Safety on standard routes nently acting tension, Skl and screw cannot loosen, Safety and comfort are decisive for rail traffic. Our tension clamps provide a stable fastening solution for the middle bend prevents the spring arms from types of track with a permissible axle load of up to 26 tonnes (29 tons). The highly elastic components plastic deformation. additionally ensure a comfortable journey. Angled guide plates keep the rail in the track The angled guide plates lead the forces introduced into the rail by train in the System W 21 – modern solution for concrete sleepers on ballasted tracks concrete. In this way, the screw-dowel The combination of concrete sleepers on ballast is the most frequently used railway track combinations are not loaded by shearing structure all over the world. In the so-called W-track, sleeper shoulders provide stability and bending forces. The design of the for track and fastening system and allow the transfer of forces generated by traffic. The angled guide plates additionally supports the tilting protection. Different ballast bed is flexible and transfers these loads homogeneously into the substructure. widths can regulate the gauge. Furthermore, it absorbs noise and vibration caused by rolling trains. The W 21 system completes this railway track perfectly because its elastomer rail pad made of cellentic Securely clamped with the screw-dowel combination NG optimizes the elasticity and with this, it contributes to the protection of the track bed. The high-quality dowels made of high- tech material are extremely loadable The all-rounder developed by the engineers of the W-fastening system and efficient: Lateral forces are re- Adjustable height duced, this leads to a decrease in The W 21 system for conventional rail offers the same elasticity than the already ap- Using height adjustment plates, the load on the sleeper. proved W 14. However, the tension clamp Skl 21 with its fatigue strength of 2.5 mm the height of the system can be and a deflection of 14.5 mm performs clearly more than the Skl 14. For this purpose, regulated. With the optimized Vossloh has reinforced the Skl 21 by a thicker wire diameter. Due to the improved char- height adjustment plates NG the acteristics of the Skl 21, a highly elastic rail pad can be added in the W 21 HS («High cellentic rail pad rests completely on the bearing face. Speed») system: Perfect requirements for the load transfer in high speed tracks. The W 21 system becomes increasingly popular and since 2008 it has been being used in 30 countries on a total of about 3.000 km (1.900 miles), for instance in Argentina, Easy handling for installation and rail maintenance due to Algeria, Azerbaijan, Bulgaria, Czech Republic, Finland, Germany, Kyrgyzstan, Lithuania preassembly and exchangeability and Slovakia. All fastening components can be preassembled in the sleeper factory. At the construction site, it will only be required to lay the rail and clamp it. That way, fastening components cannot get lost. Due to the innovative tool VosMat Rapid, an automated installation of the system is possible. For welding of the rail, no fastening elements have to be cellentic is an elastomer made of EPDM that ensures high stability against many types of chemical attacks. The advantage: removed from the sleeper. the material provides excellent resistance to temperature, aging, and weather conditions as well as it is very stable under per- All components, including dowels, can be replaced easily. manent load. Components made of cellentic optimize the elasticity for a reduction of vibrations and the protection of track. Replacement of sleepers can be avoided.

Vos_Produktbroschüre_Sys-W21_US_150910_v2.indd 2 14.09.15 16:36 Vos_Produktbroschüre_Sys-W21_US_150910_v2.indd 3 14.09.15 16:36 Safety. Comfort. Track protection. Travel comfort through optimum rail deflection

ballast. The W 21 system with cellentic rail pad allows rail deflection and can optimally 0

distribute occurring vertical forces. The result: Protection of track. Its elasticity is adapt- h] dynamic n c 0.02 W 21 on [ i

t i max y dyn= 0.0617 ed to the traffic load to achieve optimum rail deflection: load distribution is at the maxi- W 21 HS W 21 HS Axle load: 21.8 t e c max y dyn= 0.0636 train: passenger train 0.04 def l speed: 155 mph

mum without overloading the rail. Furthermore, the cellentic component damps the rai l

Creep resistance and rail tilting protection Simplified demonstration: one axle of a two axle bogie

] Thanks to anti-tilting property

b s the spring deflection does [ l deflects. For this purpose, the rail is continuously clamped in a force-fitted way by the not change under higher

oad forces, overstressing of spring arms is prevented toe l two spring arms with a deflection of approx. 14.5 mm (0.6 in) and a toe load of approx. clamping 2,500 point 10 kN (2.3 kip). With this, also a high creep resistance is achieved: When the trains ac- 2,250

celerate / decelerate, the rails remain in position, dangerous open fracture gaps due to air gap

Rail fastening system W 21 with tension clamp Skl 21 Typical field of application High speed / Conventional rail; ballasted track with concrete sleepers Axle load ≤ 26 tonnes (29 tons) Speed For HS: ≥ 250 km/h (155 mph) // for CR: 250 km/h (155 mph) Curve radius For HS: ≥ 400 m (1,300 ft or 4°) // for CR: ≥ 150 m (500 ft or 12°) Height adjustment optional Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 21 2.5 mm (0.10 in) Static stiffness of cellentic rail pad ≥ 30 kN/mm (170 kip/in) EN 13146-9:2011 Relation of dyn. / stat. stiffness of cellentic rail pad 1.1 EN 13146-9:2011 Toe load of Skl 21 (nominal) 10 kN (2.25 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System approval / homologation EN 13481-2: 2012

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_Sys-W21_US_150910_v2.indd 4 14.09.15 16:36 System W 30 HH

Elastic rail fastening for heavy haul – the resistant solution for ballasted track with concrete tie Safety. Comfort. Track protection. Creep resistance and rail tilting protection To allow optimum deflection for the rail, its fastening must response in an elastic way. Therefore, the Skl 30 has a long spring deflection: Load-deflection-curve When forces are applied by a train, its spring arms remain in contact with the rail foot in each situation. For this purpose, the rail is contin- simple SKL 1 SKL 30 5,000 uously clamped in a force-fitted way by the two spring arms with a ] Thanks to anti-tilting property b s

[ l the spring deflection does not spring deflection of approx. 14 mm (0.55 in) and a toe load force of change under higher forces, oad overstressing of spring arms is prevented approx. 12.5 kN (2.8 kip). With this, also a high creep resistance is toe l 2,810 achieved: When the trains accelerate / decelerate, the rails remain in 2 ,500 clamping point position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of the rail has exactly the clearance required for operation. If the air gap 0,0000 rail tilts excessively, e.g. in narrow curves, high forces are applied to 0 0.0,330 0.55 00,6.60 the tension clamp. The Skl 30 is able to resist them: Rail movements spring deflection [inch] are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system W 30 HH with tension clamp Skl 30 Typical field of application Heavy Haul; ballasted track with concrete ties Axle load ≤ 35 tonnes (39 tons) Speed ≤ 160 km/h (100 mph) Curve radius ≥ 400 m (1300 ft or 4°) Height adjustment optional Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 30 2.2 mm (0.09 in) Static stiffness of rail pad ≥ 400 kN/mm (2.300 kip/in) EN 13146-9:2011 Toe load of Skl 30 (nominal) 12.5 kN (2.8 in) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System approval / homologation EN 13481-2: 2012 AREMA Chap. 30 System W 30 HH Elastic rail fastening for heavy haul – the resistant solution for ballasted track with concrete tie

Vos_Produktbroschüre_Sys-W30HH_US_150910_v2.indd 4 14.09.15 16:43 Vos_Produktbroschüre_Sys-W30HH_US_150910_v2.indd 1 14.09.15 16:43 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

System W 30 HH – resistant solution for concrete ties on ballasted tracks The combination of concrete ties on ballast is the most frequently used railway track structure all over the world. In the so-called W-track, tie shoulders provide stability for track and fastening system and allow the transfer of forces generated by traffic. The ballast bed is flexible and transfers these loads homogeneously into the substructure. Furthermore, it absorbs noise and vibration caused by rolling stocks. The W 30 HH system perfectly completes this to form an optimum railway track for the heavy haul traffic.

Rising to the challenges of heavy haul tracks ... The W 30 HH system is designed for high axle loads of up to 35 tonnes (39 tons). It combines all approved advantages of the W-system family with those of the tension clamp Skl 30: It has a greater diameter and optimized geometry to provide high toe loads, high dynamic fatigue strength and a high creep resistance. This allows safe travelling also under extreme conditions at temperatures of – 76 to + 122 degrees Fahrenheit. Additionally, rail pad, angled guide plate and screwed dowel made of plastics act electrically insulating – an additional insu- lator between Skl and rail is not required.

... and of tracks for mixed traffic By the use of a more elastic railpad 160 kN (36 kip), the W 30 HH is also suitable for tracks that serve both heavy haul and passenger traffic. For instance in the United Arabic Emirates: Here, freight trains with an axle load of 32,5 tonnes (36 tons) run at a speed of 120 km/h (75 mph), while passenger trains (axle load 25 tonnes (28 tons)) reach speeds up to 200 km/h (125 mph).

The W 30 HH AP system includes an additional abrasion plate (AP) that sits between rail seat and rail pad to protect both. The plate made of glass-fibre reinforced polyamide is abrasion-resistant and can be loaded with high contact pressure. Its special design avoids penetration of sand: Performed tests on constant load – in compliance with the US-directive AREMA chapter 30 – at changing temperatures and using a sand-water mixture have verified it. Up to now, the W 30 HH system has been installed on approx. 700 km (435 miles) heavy haul tracks, among others in the desert of the United Arabic Emirates and the USA.

Vos_Produktbroschüre_Sys-W30HH_US_150910_v2.indd 2 14.09.15 16:43 Vossloh Fastening Systems System W 30 HH Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The W-shape of the Skl 30 provides safety Heavy Haul – Heavy loads are led safely For meeting the required rail creep resistance two highly elastic, independently acting spring arms steadily hold the Axle loads of more than 26 tonnes (29 tons) mean extreme loads for the track. Resistant fastening systems rail down; the middle bend acts as an additional tilting provide for safe and durable connections and simultaneously allow fast and easy maintenance. protection. With its high fatigue strength, it resists the Angled guide plates keep the rail in dynamic vertical movements that are caused when the the track vehicle rolls over the rail. The system is maintenance-free: The angled guide plates lead the forces Due to the permanently acting tension, Skl and screw introduced into the rail by train in the cannot loosen, the middle bend prevents the spring arms concrete. In this way, the screw- dowel from plastic deformation. combinations are not loaded by shear- System W 30 HH – resistant solution for concrete ties ing and bending forces. If high lateral on ballasted tracks forces apply, trapezoid, angled guide plates can be used to deflect these The combination of concrete ties on ballast is the most frequently used railway Rail pads of TPU resist high forces via a larger contact face. The track structure all over the world. In the so-called W-track, tie shoulders provide axle loads design of the angled guide plates ad- stability for track and fastening system and allow the transfer of forces generated The resistive material and the special ditionally supports the tilting protec- by traffic. The ballast bed is flexible and transfers these loads homogeneously into heavy haul design of the rail pad make tion. Different widths can regulate the substructure. Furthermore, it absorbs noise and vibration caused by rolling sure that the system withstands the the gauge. stocks. The W 30 HH system perfectly completes this to form an optimum rail- high pressure of the traffic loads. way track for the heavy haul traffic.

Rising to the challenges of heavy haul tracks ... Less abrasion – The W 30 HH system is designed for high axle loads of up to 35 tonnes (39 tons). higher durability It combines all approved advantages of the W-system family with those of the Abrasion Plate protects rail Securely clamped with the tension clamp Skl 30: It has a greater diameter and optimized geometry to pro- seat and rail pad and impedes screw-dowel combination NG vide high toe loads, high dynamic fatigue strength and a high creep resistance. the penetration of sand. The high-quality dowels made of high- This allows safe travelling also under extreme conditions at temperatures of – tech material are extremely loadable 76 to + 122 degrees Fahrenheit. Additionally, rail pad, angled guide plate and and efficient: Lateral forces are re- screwed dowel made of plastics act electrically insulating – an additional insu- duced, this leads to a decrease in the lator between Skl and rail is not required. load on the tie.

... and of tracks for mixed traffic By the use of a more elastic railpad 160 kN (36 kip), the W 30 HH is also suitable for Easy handling for installation and rail maintenance tracks that serve both heavy haul and passenger traffic. For instance in the United due to preassembly and exchangeability Arabic Emirates: Here, freight trains with an axle load of 32,5 tonnes (36 tons) All fastening components can be preassembled in the run at a speed of 120 km/h (75 mph), while passenger trains (axle load 25 tonnes tie factory. (28 tons)) reach speeds up to 200 km/h (125 mph). At the construction site, it will only be required to lay the rail and clamp it. That way, fastening components cannot get lost. The W 30 HH AP system includes an additional abrasion plate (AP) that sits between rail seat and rail pad to protect both. The plate made of glass-fibre reinforced poly- Due to the innovative tool VosMat Rapid, an automated installation amide is abrasion-resistant and can be loaded with high contact pressure. Its special of the system is possible. design avoids penetration of sand: Performed tests on constant load – in compliance For welding of the rail, no fastening elements have to be with the US-directive AREMA chapter 30 – at changing temperatures and using a removed from the support point. sand-water mixture have verified it. All components, including dowels, can be replaced easily. Up to now, the W 30 HH system has been installed on approx. 700 km (435 miles) heavy Replacement of ties can be avoided. haul tracks, among others in the desert of the United Arabic Emirates and the USA.

Vos_Produktbroschüre_Sys-W30HH_US_150910_v2.indd 2 14.09.15 16:43 Vos_Produktbroschüre_Sys-W30HH_US_150910_v2.indd 3 14.09.15 16:43 Safety. Comfort. Track protection. Creep resistance and rail tilting protection To allow optimum deflection for the rail, its fastening must response in an elastic way. Therefore, the Skl 30 has a long spring deflection: Load-deflection-curve When forces are applied by a train, its spring arms remain in contact with the rail foot in each situation. For this purpose, the rail is contin- simple SKL 1 SKL 30 5,000

uously clamped in a force-fitted way by the two spring arms with a ] Thanks to anti-tilting property b s

foot of the rail has exactly the clearance required for operation. If the air gap 0,0000 rail tilts excessively, e.g. in narrow curves, high forces are applied to 0 0.0,330 0.55 00,6.60

the tension clamp. The Skl 30 is able to resist them: Rail movements spring deflection [inch] are limited by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_Sys-W30HH_US_150910_v2.indd 4 14.09.15 16:43 System W 40 HH

Elastic rail fastening for heavy haul – the durable solution for ballasted track with concrete sleeper Safety. Comfort. Track protection. Creep resistance and rail tilting protection

To allow optimum deflection for the rail, its fastening must respond Load-deflection-curve in an elastic way. Therefore, the Skl 40 has a long spring deflection: When forces are applied by a train, its spring arms remain in contact simple SKL 1 SKL 40 with the rail foot in each situation. For this purpose, the rail is con- 5,000 Thanks to anti-tilting property tinuously clamped in a force-fitted way by the two spring arms with ] the spring deflection does not b s

[ l change under higher forces, a spring deflection of approx. 23 mm (0.9 in) and a toe load of overstressing of spring arms is oad prevented approx. 12.5 kN (2.8 kip). With this, also a high creep resistance clamping toe l point 2,810 is achieved: When the trains accelerate / decelerate, the rails remain 2,500 in position, dangerous open fracture gaps due to broken rails are avoided. Simultaneously, a small gap between the middle bend and the rail foot of the rail has exactly the play required for operation. If air gap the rail tilts excessively, e.g. in narrow bends, high forces are applied 0 0 0,3 0,6 0.90,9 to the tension clamp. The Skl 40 is able to resist them: Rail movements spring deflection [inch] are compensated by the middle bend after the gap has been overcome, and the spring arms are not overstretched.

Rail fastening system W 40 H with tension clamp Skl 40 Typical field of application Heavy haul; ballasted track with concrete sleepers Axle load ≤ 35 tonnes (39 tons) Speed ≤ 160 km/h (100 mph) Curve radius ≥ 150 m (500 ft or 12°) Height adjustment optional Gauge adjustment ± 10 mm (0.4 in) Vertical fatigue strength of Skl 40 3.2 mm (0.13 in) Static stiffness of rail pad ≥ 400 kN/mm (2,300 kip/in) EN 13146-9:2011 Toe load of Skl 40 (nominal) 12.5 kN (2.8 kip) EN 13146-7: 2012 Electrical resistance ≥ 5 kΩ EN 13146-5: 2003 Rail creep resistance ≥ 9 kN (2 kip) EN 13146-1: 2012 System approval / homologation EN 13481-2: 2012 AREMA Chap. 30 System W 40 HH Elastic rail fastening for heavy haul – the durable solution for ballasted track with concrete sleeper

Vos_Produktbroschüre_Sys-W-40-HH_US_150911_v2.indd 1 14.09.15 16:28 Vos_Produktbroschüre_Sys-W-40-HH_US_150911_v2.indd 4 14.09.15 16:28 Vossloh Fastening Systems Based on our experience we are setting standards of the future.

Heavy Haul – Heavy loads are led safely Axle load of more than 26 tonnes (29 tons) means extreme loads for the track. Resistant fastening systems provide for safe and durable connections and simultaneously allow fast and easy maintenance.

W 40 HH – the durable solution for concrete sleepers on ballasted tracks The combination of concrete sleepers on ballast is the most frequently used railway track structure all over the world. In the so-called W-track, sleeper shoulders provide stability for track and fastening system and allow the transfer of forces generated by traffic. The ballast bed, however, is flexible and transfers these loads homogeneously into the substructure. Furthermore, it absorbs noise and vibration caused by rolling trains. The W 40 HH system perfectly completes this to form an optimum railway track for the heavy haul traffic.

Rising to the challenges of heavy haul tracks The W 40 HH is especially designed for extreme mechanical loads on heavy haul tracks and there, it is mainly used in narrow bends: Wider angled guide plates on the field side allow a higher load input; the tension clamp Skl 40 whose spring arms are bent backwards guarantees safe contact to the rail foot due to its new- ly designed shape. Besides the high toe load improves the lateral and vertical holding forces while in the same time high fatigue limits provide for a long service life and with this, for low lifetime-costs. The W 40 HH AP system includes an additional abrasion plate (AP) that sits between the rail seat and the rail pad to protect both of them. The plate made of glass-fibre reinforced polyamide is abrasion-resistant and can be loaded with high contact pressure. In addition, its special design avoids penetration of sand. Performed tests on constant load – in compliance with the instructions in the US-directive AREMA chapter 30 – at changing temperatures and using a sand- water mixture have verified it. W 40 HH has approved to be successful since its introduction on the heavy haul tracks in the USA in 2013. They have been installed there already on approx. 300 km (200 miles).

Vos_Produktbroschüre_Sys-W-40-HH_US_150911_v2.indd 2 14.09.15 16:28 Vossloh Fastening Systems System W 40 HH Based on our experience we are setting standards of the future. Elastic. Safe. Resilient. Flexible. The innovative shape of the tension clamp Skl 40 provides safety and durability Heavy Haul – Heavy loads are led safely For meeting the required creep resistance two highly Axle load of more than 26 tonnes (29 tons) means extreme loads for the track. Resistant fastening systems elastic, independently acting spring arms steadily hold provide for safe and durable connections and simultaneously allow fast and easy maintenance. the rail down; the middle bend is used as an additional tilting protection. With its high fatigue strength, it re- Rail pads of TPU resist high axle sists the dynamic vertical movements that are caused loads when the vehicle rolls over the rail. Due to the perma- The resistive Material and the special nently acting ten sion, Skl and screw cannot loosen heavy haul design of the rail pad make and therefore, they are maintenance-free. sure that the system withstands the W 40 HH – the durable solution for concrete sleepers on ballasted tracks high pressure of the traffic loads. The combination of concrete sleepers on ballast is the most frequently used rail- Angled guide plates keep the rail way track structure all over the world. In the so-called W-track, sleeper shoul- in the track ders provide stability for track and fastening system and allow the transfer of The angled guide plates lead the forces in- forces generated by traffic. The ballast bed, however, is flexible and transfers troduced into the rail by train in the con- these loads homogeneously into the substructure. Furthermore, it absorbs noise crete. In this way, the screw-dowel combi- and vibration caused by rolling trains. The W 40 HH system perfectly completes nations are not loaded by shearing and bending forces. Wider angled guide plates this to form an optimum railway track for the heavy haul traffic. on the field side allow the input of higher loads, especially at extreme mechanical loads in bend areas. The design of the angled guide plates additionally supports the tilting protection. Different widths can reg- Securely clamped with the ulate the gauge. screw-dowel combination NG Rising to the challenges of heavy haul tracks The high-quality dowels made of high- Less abrasion – higher durability tech material are extremely loadable The W 40 HH is especially designed for extreme mechanical loads on heavy haul and efficient: Lateral forces are redu- Abrasion Plate protects rail seat and tracks and there, it is mainly used in narrow bends: Wider angled guide plates on ced and with this, the load on the rail pad and impedes the penetration the field side allow a higher load input; the tension clamp Skl 40 whose spring sleeper is reduced. of sand. arms are bent backwards guarantees safe contact to the rail foot due to its new- ly designed shape. Besides the high toe load improves the lateral and vertical holding forces while in the same time high fatigue limits provide for a long service life and with this, Easy handling for installation and rail maintenance due to for low lifetime-costs. preassembly and exchangeability The W 40 HH AP system includes an additional abrasion plate (AP) that sits be- All fastening components can be preassembled in the sleeper factory. tween the rail seat and the rail pad to protect both of them. The plate made of At the construction site, it will only be required to lay the rail and clamp it. glass-fibre reinforced polyamide is abrasion-resistant and can be loaded with In this way, fastening components cannot get lost. high contact pressure. In addition, its special design avoids penetration of sand. Performed tests on constant load – in compliance with the instructions in the Due to the innovative tool VosMat Rapid, an automated installation of the US-directive AREMA chapter 30 – at changing temperatures and using a sand- System is possible. water mixture have verified it. For welding of the rail, no fastening elements have to be removed from the sleeper. W 40 HH has approved to be successful since its introduction on the heavy haul All components, including dowels, can be replaced easily. tracks in the USA in 2013. They have been installed there already on approx. Replacement of sleepers can be avoided. 300 km (200 miles). Optional preassembly of rail pad and angled guide plates on the abrasion plate for easy replacement in the track (Rail-Relay).

Vos_Produktbroschüre_Sys-W-40-HH_US_150911_v2.indd 2 14.09.15 16:28 Vos_Produktbroschüre_Sys-W-40-HH_US_150911_v2.indd 3 14.09.15 16:28 Safety. Comfort. Track protection. Creep resistance and rail tilting protection

tinuously clamped in a force-fitted way by the two spring arms with ] the spring deflection does not b s

www.vossloh-north-america.com Vossloh Fastening Systems Phone 312.376.3200 America Corporation Fax 312.376.3252 233 South Wacker Drive, Suite 9730 E-Mail [email protected] Chicago, IL 60606, USA

Vos_Produktbroschüre_Sys-W-40-HH_US_150911_v2.indd 4 14.09.15 16:28