Claims:1. A ballast-less rail track system (100) comprising:
at least one deck slab (302) placed longitudinally at bottom of a railway track, wherein the at least one deck slab (302) is adapted to support at least one other component of the ballast-less rail track system (100);
at least one dowel (304) adapted to be connected with the at least one deck slab (302), wherein position of the at least one dowel (304) on the at least one deck slab (302) is predefined based on a position of the railway track;
at least one pre-cast slab (102) placed along a length of the at least one deck slab (302), each pre-cast slab (102) comprising one or more fastener-embedded casings (202), wherein the fastener-embedded casings (202) are adapted to be positioned on raised pedestals or to be directly fixed along a length of the at least one pre-cast slab (102) for connecting with a rail (308) placed longitudinally on the at least one pre-cast slab (102);
a plurality of bollards (104) made of at least one of concrete and modified concrete, and adapted to be placed longitudinally at predefined intervals to support the at least one pre-cast slab (102) on the at least one deck slab (302), wherein the plurality of bollards (104) is adapted to provide support in resisting forces in at least one of a lateral, longitudinal, and vertical direction; and
at least one elastomeric layer (306) adapted to rest in contact with each of the plurality of bollards (104), and to provide resilience for the at least one pre-cast slab (102) over the at least one deck slab (302).

2. The ballast-less rail track system (100) as claimed in claim 1 comprising at least one bridging slab disposed over an expansion joint of the at least one deck slab (302), wherein the plurality of bollards (104) and the at least one elastomeric layer (306) are adapted to allow movement due to expansion and contraction of the at least one bridging slab.

3. The ballast-less rail track system (100) as claimed in claim 1, wherein the at least one pre-cast slab (102) is formed of at least one of concrete, high strength concrete, special concrete, and precast Reinforced Cement Concrete (RCC).

4. The ballast-less rail track system (100) as claimed in claim 1, wherein the at least one pre-cast slab (102) is either plane, grooved, raised, pedestaled, or pocketed for fastening of rail track supports.

5. The ballast-less rail track system (100) as claimed in claim 1, wherein the at least one pre-cast slab (102) comprises of a derailment containment provision (404).

6. The ballast-less rail track system (100) as claimed in claim 1, wherein the plurality of bollards (104) comprises of at least one reinforcing material.

7. The ballast-less rail track system (100) as claimed in claim 1, wherein each of the plurality of bollards (104) is formed of at least one of cement grout, self-compacting concrete, fiber-reinforced concrete, and high-density polymer concrete.

8. The ballast-less rail track system (100) as claimed in claim 1, wherein each of the plurality of bollards (104) has at least one of a circular profile, an upward frustum profile, a downward frustum profile, an oval profile, and a T-shape profile.

9. The ballast-less rail track system (100) as claimed in claim 1, wherein the at least one elastomeric layer (306) is disposed with at least one shim.

10. A method (1300) of installing a ballast-less rail track system (100), the method (1300) comprising:
installing at least one deck slab (302) placed longitudinally at bottom of a railway track, wherein the at least one deck slab (302) is adapted to support at least one other component of the ballast-less rail track system (100);
connecting at least one dowel (304) with the at least one deck slab (302), wherein position of the at least one dowel (304) on the at least one deck slab (302) is predefined;
placing at least one pre-cast slab (102) along a length of the at least one deck slab (302), each pre-cast slab (102) comprising one or more fastener-embedded casings (202), wherein the fastener-embedded casings (202) are adapted to be positioned on raised pedestals or to be directly fixed along a length of the at least one pre-cast slab (102) for connecting with a rail (308) placed longitudinally on the at least one pre-cast slab (102);
positioning a plurality of bollards (104) longitudinally at predefined intervals to support the at least one pre-cast slab (102) on the at least one deck slab (302), wherein the plurality of bollards (104) is adapted to provide support in resisting forces in at least one of a lateral, longitudinal, and vertical direction; and
positioning at least one elastomeric layer (306) to rest in contact with each of the plurality of bollards (104), wherein the at least one elastomeric layer (306) is adapted to provide resilience for the at least one pre-cast slab (102) over the at least one deck slab (302).

, Description:FIELD OF THE INVENTION

The present disclosure relates to railway track and, more particularly, relates to a discretely supported ballast-less rail track system and methods of installation of the discretely supported ballast-less rail track system.

BACKGROUND

Railways have always been the preferred choice of the masses for travelling. Most of the users prefer railways for the comfort, pricing, and the connectivity that it offers. Consequently, a lot of efforts are continuously being made to ensure growth and development in railways while ensuring lower costs to consumers. One of the significant developments has been the evolution of ballast-less rail systems.

In the recent years, a lot of attention is given to the development of the ballast-less rail systems, and significant efforts are still underway to reduce the associated cost and enhance the corresponding convenience of installation and maintenance. As is generally known, in ballast-less rail systems, ballasts or stones are replaced with a rigid support structure, for example, a structure made of concrete may be over/with a base layer and a filler layer. One of the popular techniques is to have a plurality of slabs formed of a concrete and/or asphalt layer surface replacing the traditional ballasted surface tracks. Some supporting structures like elastomer layer or asphalt layer are also used to fully support the ballast-less track slabs. Fully supported ballastless track slabs do not offer any resilience for the rails without the support of resilient layers like elastomers or cement-asphalt layers. Whereas discretely supported ballast-less rail track slabs offer resilience by virtue of bending behavior under the rail wheel loads.

Natural frequency of ballastless rail track form is an important parameter to run trains at higher speeds. Proportioning of natural frequency of fully supported ballastless rail track forms is too restrictive. Designing of required natural frequency of discretely supported ballastless rail track form has multiple options.
Over a period of time, due to rail wheels movement, cracks and deflections are usually witnessed on the ballast-less slabs, which are supported over full bottom surface and the support layers. Such cracks or deflections are not desirable as it poses a threat to safety of the entire structure. Further, in order to accommodate expansion and contraction of construction materials, expansion joints are formed along the length of the track. At the bridge/viaduct expansion joints, the slabs have to be disjointed resulting in non-uniformity in the length of slabs and excessive end rotations. Therefore, standardization, at least in terms of construction of similar slabs, cannot be achieved.

Further, such slabs and other components of the rail systems are generally seated on a deck. Sometimes, owing to continuous load on the tracks and irregular maintenance, the deck and other supporting structures may deform from their original position. Such deformations compromise the overall structural integrity of the system.

Furthermore, as is generally known, a rail way is formed of multiple straight sections and curved sections. In order to accommodate the curving of the rail way, tracks have to be customized, for example, outer rail may be installed at an elevated level in comparison to an inner rail. Therefore, tracks are separately designed for the straight sections and the curved sections, also, owing to different depth requirements for the structure.

Also, in the existing ballast-less rail systems, most of the adjustment in line and level of the tracks has to be accommodated during casting of the track only. Only a minor adjustment in the line and level can be made afterwards, for example, by adjusting fasteners holding the tracks. However, considering that some level or alignment fixing has to be performed at the site itself, quality control becomes a concern, as it would demand a skilled labor.

Moreover, in the existing systems, installation can be performed mostly by using a top-down approach. In the top-down approach, rails are considered as the reference, and fasteners and slabs are then connected to the rails. Therefore, there are limitations with respect to the techniques available for installation of such systems. In addition, the existing systems include a large number of components. Accordingly, their installation, maintenance, handling, and uninstallation are inconvenient. Further, quantity of materials consumed in installation of existing systems is significantly high and consequently imposing higher loads on the supporting structures.

SUMMARY

This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

In an embodiment of the present disclosure, a ballast-less rail track system is disclosed. The ballast-less rail track system includes at least one deck slab placed longitudinally at bottom of a railway track. The at least one deck slab is adapted to support at least one other component of the ballast-less rail track system. The ballast-less rail track system includes at least one dowel/shear resisting arrangement is adapted to be connected with the at least one deck slab. A position of the at least one dowel/shear resisting arrangement on at least one deck slab is predefined based on the position of the railway track. The ballast-less rail track system includes at least one pre-cast slab placed along a length of the at least one deck slab. Each pre-cast slab includes one or more fastener-embedded casings. The fastener-embedded casings are adapted to be positioned on raised pedestals or to be directly fixed along a length of the at least one pre-cast slab for connecting with a rail placed longitudinally on the at least one pre-cast slab. The ballast-less rail track system includes a plurality of bollards made of at least one of concrete and modified concrete, and adapted to be placed longitudinally at predefined intervals to support the at least one pre-cast slab on the at least one deck slab. The plurality of bollards is adapted to provide support in resisting forces in at least one of a lateral, longitudinal, and vertical direction. The ballast-less rail track system includes at least one elastomeric layer adapted to rest in contact with each of the plurality of bollards, and to provide resilience for the at least one pre-cast slab over the at least one deck slab.

In an embodiment of the present disclosure, a method of installing a ballast-less rail track system is disclosed. The method includes installing at least one deck slab placed longitudinally at bottom of a railway track. The at least one deck slab is adapted to support at least one other component of the ballast-less rail track system. The method includes connecting at least one dowel/shear resisting arrangement with at least one deck slab. A position of at least one dowel on the at least one deck slab is predefined. The method includes placing at least one pre-cast slab along a length of the at least one deck slab. Each pre-cast slab includes one or more fastener-embedded casings. The fastener-embedded casings are adapted to be positioned on raised pedestals or to be directly fixed along a length of the at least one pre-cast slab for connecting with a rail placed longitudinally on the at least one pre-cast slab. The method includes positioning a plurality of bollards longitudinally at predefined intervals to support the at least one pre-cast slab on the at least one deck slab. The plurality of bollards is adapted to provide support in resisting forces in at least one of a lateral, longitudinal, and vertical direction. The method includes positioning at least one elastomeric layer to rest in contact with each of the plurality of bollards. The at least one elastomeric layer is adapted to provide resilience for the at least one pre-cast slab over the at least one deck slab.

To further clarify advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a perspective view of a discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 2 illustrates a top schematic view of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 3 illustrates a cross-sectional view of a portion of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 4 illustrates pre-cast slabs of the discretely supported ballast-less rail track system, according to one or more embodiments of the present disclosure;
Figure 5 illustrates a cross-sectional views of a portion of the discretely supported ballast-less rail track system having fastener-embedded casings and a frost resistant compressible material, according to one or more embodiments of the present disclosure;
Figure 6 illustrates an assembly of a bollard having a circular profile along with a corresponding elastomeric layer of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 7 illustrates an assembly of a bollard having an upward frustum profile along with a corresponding elastomeric layer of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 8 illustrates an assembly of a bollard having a downward frustum profile along with a corresponding elastomeric layer of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 9 illustrates an assembly of a bollard having an oval profile along with a corresponding elastomeric layer of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 10 illustrates an assembly of a bollard having a plus-shaped profile along with a corresponding elastomeric layer of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 11 illustrates an assembly of a bollard having a T-shaped profile along with a corresponding elastomeric layer of the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure;
Figure 12 illustrates different schematic views of the discretely supported ballast-less rail track system depicting at least one bridging slab, according to an embodiment of the present disclosure;
Figure 13 illustrates a cross-section view of a portion of the discretely supported ballast-less rail track system in a canted position, according to an embodiment of the present disclosure;
Figure 14 illustrates a flow chart depicting a method of installing the discretely supported ballast-less rail track system, according to an embodiment of the present disclosure; and
Figure 15 illustrates a flow chart depicting a method of installing the discretely supported ballast-less rail track system, according to another embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have been necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

For the sake of clarity, the first digit of a reference numeral of each component of a ballast-less rail track system is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.

Figure 1 illustrates a perspective view of a discretely supported ballast-less rail track system 100, according to an embodiment of the present disclosure. In an embodiment, the discretely supported ballast-less rail track system 100 may interchangeably be referred to as the system 100, without departing from the scope of the present disclosure. Figure 2 illustrates a top schematic view of the system 100, according to an embodiment of the present disclosure. Figure 3 illustrates a cross-sectional view of a portion of the system 100, according to an embodiment of the present disclosure. For the sake of clarity and better understanding of the present subject matter, Figure 1, Figure 2, and Figure 3 are explained in conjunction with each other.

Referring to Figure 1, Figure 2, and Figure 3, the system 100 may include, but is not limited to, at least one deck slab 302 placed longitudinally at bottom of a railway track, at least one dowel 304 adapted to be connected with the at least one deck slab 302, at least one pre-cast slab 102 placed along a length of the at least one deck slab 302, a plurality of bollards 104 placed longitudinally at predefined intervals to support the at least one pre-cast slab 102 on the at least one deck slab 302, and at least one elastomeric layer 306 adapted to rest in contact with each of the plurality of bollards 104. The at least one deck slab 302 may be disposed underneath all the components of the system 100 and therefore, is adapted to support at least one other component of the system 100.

In Figure 1, four pre-cast slabs 102 are joined together. Although the four pre-cast slabs 102 are shown to be supported by 6 bollards 104, in reality, the four pre-cast slabs 102 are supported by 10 bollards. Therefore, for the sake of illustration only, 6 out of 10 bollards are shown in Figure 1. The pre-cast slabs 102 may individually be referred to as the pre-cast slab 102-1, the pre-cast slab 102-2, the pre-cast slab 102-3, and the pre-cast slab 102-4. Similarly the bollards may individually be referred to as the bollard 104-1, the bollard 104-2, the bollard 104-3, the bollard 104-4, the bollard 104-5, and the bollard 104-6. In Figure 2, two of the pre-cast slabs 102 are completely shown whereas the other two pre-cast slabs 102 are partially shown. As would be appreciated by a person skilled in the art, these are shown merely for descriptive purposes and a number of the pre-cast slabs 102 may of course vary based on railway track requirements.

Further, the at least one dowel 304 connected with the at least one deck slab 302 may be formed of materials including, but not limited to, mild steel and stainless steel. In an embodiment, the at least one dowel 304 may also be referred to as the shear resisting arrangement 304, without departing from the scope of the present disclosure. The position of the at least one dowel 304 on the at least one deck slab 302 may be predefined, for example, based on a position of the railway track. In an embodiment, for connection with the at least one deck slab 302, the at least one dowel 304 may be adapted to be anchored with the at least one deck slab 302. In another embodiment, the at least one dowel 304 may be adapted to be bolted to the at least one deck slab 302.

With regard to the sequence of installation, in an embodiment, the at least one dowel 304 may be adapted to be installed along with the at least one deck slab 302. In another embodiment, the at least one dowel 304 may be adapted to be drilled after the installation of the at least one deck slab 302.

Further, the at least one pre-cast slab 102 placed along the length of the at least one deck slab 302 may be formed of at least one of concrete, high strength concrete, special concrete, and precast Reinforced Cement Concrete (RCC). Figure 4 illustrates pre-cast slabs 102 of the system 100, according to one or more embodiments of the present disclosure. In particular, Figure 4A illustrates a pre-cast slab 102, according to an embodiment of the present disclosure. In an embodiment, the at least one pre-cast slab 102 may either be plane, grooved, raised, pedestaled, or pocketed for fastening of rail track supports. As shown, the pre-cast slab 102 may include slots 402 to accommodate the bollards 104. For example, in the present embodiment, the pre-cast slab 102 includes four slots 402, individually referred to as the slot 402-1, the slot 402-2, the slot 402-3, and the slot 402-4. The shape of the slots 402 may be defined based on a profile of the bollards 104. The constructional and operational details of the bollards 104 are explained in detail in the subsequent sections of the present disclosure.

In an embodiment, the at least one pre-cast slab 102 may also include, but is not limited to, a derailment containment provision. In particular, Figure 4B illustrates a pre-cast slab 102 having the derailment containment provision 404, according to an embodiment of the present disclosure. As the name suggests, the derailment containment provision 404 is adapted to avoid the possibility of derailment of a train travelling on rails 308.

Figure 4C illustrates a pre-cast slab 102 having one slot 406, according to an embodiment of the present disclosure. Figure 4D illustrates a pre-cast slab 102 having a pair of slots 408, according to an embodiment of the present disclosure. The slots 408 may individually be referred to as the slot 408-1 and the slot 408-2.

Referring back to Figure 2, in an embodiment, each pre-cast slab 102 may include, but is not limited to, one or more fastener-embedded casings 202. In an embodiment, the fastener-embedded casings 202 may be adapted to be positioned on raised pedestals for connecting with the corresponding rails 308 placed longitudinally on the at least one pre-cast slab 102. In another embodiment, the fastener-embedded casings 202 may be adapted to be directly fixed along a length of the at least one pre-cast slab 102. The fastener-embedded casings 202 may be adapted to fasten the rails 308 with the at least one pre-cast slab 102.

In an embodiment, the fastener-embedded casings 202 may individually be referred to as the fastener-embedded casing 202-1, the fastener-embedded casing 202-2, …and the fastener-embedded casing 202-N. Figure 5A illustrates a cross-sectional view of a portion of the system 100 having the fastener-embedded casing 202, according to an embodiment of the present disclosure. As shown, the fastener-embedded casings 202 may be adapted to fasten the rails 308 with the at least one pre-cast slab 102. In particular, the fastener embedded casing 202-1 and the fastener embedded casing 202-2 are fastening the rail 308-1 and the rail 308-2, respectively, with the at least one pre-cast slab 102.

In an embodiment, the system 100 may include, but is not limited to, a frost resistant compressible material disposed on the at least one deck slab 302. Figure 5B illustrates a cross-sectional view of a portion of the system 100 depicting the frost resistant compressible material 502, according to an embodiment of the present disclosure. The frost resistant compressible material 502 is adapted to prevent accumulation of debris under the at least one precast slab 102 at the same time to not offer any resistance or support to the precast slab. Figure 5C illustrates a cross-sectional view of the portion of the system 100 depicting the resistance compressible material 502 when the plurality of bollards 104 is positioned, according to an embodiment of the present disclosure.

Further, referring to Figure 1, Figure 2, Figure 3, and Figure 5, the plurality of bollards 104 may be made of at least one of concrete and modified concrete. The plurality of bollards 104 may be adapted to provide support in resisting forces in at least one of a lateral, longitudinal, and vertical direction. In an embodiment, each of the plurality of bollards 104 is formed of at least one of cement grout, self-compacting concrete, fiber-reinforced concrete, and high-density polymer concrete. In an embodiment, each bollard 104 may include at least one reinforcing material.

In an embodiment, each of the plurality of bollards 104 has at least one of a circular profile, an upward frustum profile, a downward frustum profile, an oval profile, a plus-shaped, and a T-shape profile. Each bollard 104 may include, but is not limited to, a base portion and a top portion formed on the base portion. Figure 6 illustrates an assembly of a bollard 104 having a circular profile along with a corresponding elastomeric layer 306, according to an embodiment of the present disclosure. In particular, Figure 6A illustrates the bollard 104 having a circular base portion 602 and a cylindrical top portion 604 formed on the circular base portion 602. Figure 6B illustrates an elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment. Figure 6C illustrates positioning of the elastomeric layer 306 to surround the bollard 104 of the present embodiment.

The at least one elastomeric layer 306 may be adapted to provide resilience for the at least one pre-cast slab 102 over the at least one deck slab 302. In an embodiment, the at least one elastomeric layer 306 may be formed of materials including, but not limited to, Neoprene, Polyurethane, and polymer. Further, in an embodiment, the at least one elastomeric layer 306 may be disposed with at least one shim. In another embodiment, the at least one elastomeric layer 306 may be disposed without shims.

Figure 7 illustrates an assembly of a bollard 104 having an upward frustum profile along with a corresponding elastomeric layer 306, according to an embodiment of the present disclosure. In particular, Figure 7A illustrates the bollard 104 having a circular base portion 702 and a top portion 704 having an upward frustum shape, formed on the circular base portion 702. Figure 7B illustrates an elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment. Figure 7C illustrates positioning of a portion of the elastomeric layer 306 to surround the bollard 104 of the present embodiment. In an embodiment, the portion may represent half of the elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment.

Figure 8 illustrates an assembly of a bollard 104 having a downward frustum profile along with a corresponding elastomeric layer 306, according to an embodiment of the present disclosure. In particular, Figure 8A illustrates the bollard 104 having a circular base portion 802 and a top portion 804 having a downward frustum shape, formed on the circular base portion 802. Figure 8B illustrates an elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment. Figure 8C illustrates positioning of a portion of the elastomeric layer 306 to surround the bollard 104 of the present embodiment. In an embodiment, the portion may represent half of the elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment.

Figure 9 illustrates an assembly of a bollard 104 having an oval profile along with a corresponding elastomeric layer 306, according to an embodiment of the present disclosure. In particular, Figure 9A illustrates the bollard 104 having a circular base portion 902 and an oval top portion 904 formed on the circular base portion 902. Figure 9B illustrates a portion of an elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment. Figure 9C illustrates positioning of the portion of the elastomeric layer 306 to surround the bollard 104 of the present embodiment.

Figure 10 illustrates an assembly of a bollard 104 having a plus-shaped profile along with a corresponding elastomeric layer 306, according to an embodiment of the present disclosure. In particular, Figure 10A illustrates the bollard 104 having a rectangular base portion 1002 and a plus-shaped top portion 1004 formed on the rectangular base portion 1002. Figure 10B illustrates an elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment. Figure 10C illustrates positioning of the elastomeric layer 306 to surround the bollard 104 of the present embodiment.

Figure 11 illustrates an assembly of a bollard 104 having a T-shaped profile along with a corresponding elastomeric layer 306, according to an embodiment of the present disclosure. In particular, Figure 11A illustrates the bollard 104 having a rectangular base portion 1102 and a T-shaped top portion 1104 formed on the rectangular base portion 1102. Figure 11B illustrates an elastomeric layer 306 adapted to surround the bollard 104 of the present embodiment. Figure 11C illustrates positioning of the elastomeric layers 306 to surround a pair of bollards 104 of the present embodiment.

In an embodiment, the system 100 may also include at least one bridging slab (not shown) disposed over an expansion joint of the at least one deck slab 302. The plurality of bollards 104 and the at least one elastomeric layer 306 may be adapted to allow movement due to expansion and contraction of the at least one bridging slab. Figure 12 illustrates different schematic views of the system 100 depicting the at least one bridging slab 1202, according to an embodiment of the present disclosure.

Figure 13 illustrates a cross-sectional view of a portion of the system 100 in a canted position, according to an embodiment of the present disclosure. As shown, the bollard 104-2 may be formed having a shape that may allow elevation of the rail 308-2 with respect to the rail 308-1. In an embodiment, such elevation may be provided at a curved section of the railway track.

Figure 14 illustrates a flow chart depicting a method 1400 of installing the system 100, according to an embodiment of the present disclosure. The method 1400 depicts a top-down approach of installing the system 100. For the sake of brevity, features of the system 100 that are already explained in the description of Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure 9, Figure 10, Figure 11, Figure 12, and Figure 13 are not explained in detail in the description of Figure 14.

At a block 1402, the method 1400 commences with installing the at least one deck slab 302 placed longitudinally at the bottom of the railway track. The at least one deck slab 302 may be adapted to support at least one other component of the system 100.

At a block 1404, the method 1400 includes connecting the at least one dowel 304 with the at least one deck slab 302. The position of the at least one dowel 304 on the at least one deck slab 302 may be predefined.

At a block 1406, the method 1400 includes placing the at least one elastomeric layer 306 and a formwork of the plurality of bollards 104. At a block 1408, the method 1400 includes fixing the at least one slab 102 with the rail track and placing over temporary supports. At a block 1410, the method 1400 includes casting the plurality of bollards 104. At a block 1412, the method 1400 includes removing the temporary supports.

Figure 15 illustrates a flow chart depicting a method 1500 of installing the system 100, according to an embodiment of the present disclosure. The method 1500 depicts a bottom-up approach of installing the system 100. For the sake of brevity, features of the system 100 that are already explained in the description of Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 8, Figure 9, Figure 10, Figure 11, Figure 12, Figure 13, and Figure 14 are not explained in detail in the description of Figure 15.

At a block 1502, the method 1500 includes installing the at least one deck slab 302. At a block 1504, the method 1500 includes connecting the at least one dowel 304 with the at least one deck slab 302. At a block 1506, the method 1500 includes casting the pre-cast slab 102 at the site or fabricating at the yard. At a block 1508, the method 1500 includes placing the at least one elastomeric layer 306 in position with shims, if required. At a block 1510, the method 1500 includes casting the plurality of bollards 104. At a block 1512, the method 1500 includes fastening the precast slab 102 and the rail track together. At a block 1514, the method 1500 includes placing the fastened precast slab 102 and the rail track over the plurality of bollards 104 and performing minor adjustment.

In an embodiment, a method of installing the system 100 commences with installing the at least one deck slab 302 placed longitudinally at the bottom of the railway track. The at least one deck slab 302 may be adapted to support at least one other component of the system 100. The method includes connecting the at least one dowel 304 with the at least one deck slab 302. The position of the at least one dowel 304 on the at least one deck slab 302 may be predefined. The method also includes placing the at least one pre-cast slab 102 along a length of the at least one deck slab 302. Each pre-cast slab 102 may include, but is not limited to, the fastener-embedded casings 202. The fastener-embedded casings 202 may be adapted to be positioned on raised pedestals or to be directly fixed along a length of the at least one pre-cast slab 102 for connecting with a rail 308 placed longitudinally on the at least one pre-cast slab 102. Further, the method includes positioning the plurality of bollards 104 longitudinally at predefined intervals to support the at least one pre-cast slab 102 on the at least one deck slab 302. The plurality of bollards 104 may be adapted to provide support in resisting forces in at least one of the lateral, longitudinal, and vertical direction. The method then includes positioning the at least one elastomeric layer 306 to rest in contact with each of the plurality of bollards 104. The at least one elastomeric layer 306 may be adapted to provide resilience for the at least one pre-cast slab 102 over the at least one deck slab 302.

As would be gathered, the system 100 and the methods 1400 and 1500 offer a comprehensive approach for installation of ballast-less railway lines. First of all, the present disclosure facilitates varying the stiffness of the system 100 based on load positions. Pre-stressing of the slabs 102 further allows the control over the stiffness of the system 100. Therefore, considering that the stiffness of the system 100 can now be controlled to a desired level, the possibility of occurrence of deflections between the slabs 102 and the rails 308 is eliminated ensuring integrity to the overall structure.

Further, owing to discrete support at 2400 mm to 4000 mm on resilient pads, the slabs 102 of the present disclosure are flexible, which assists in achieving the resilience in the structure. Furthermore, the construction depth of the present system 100 is such that it allows for accommodation of a variety of dimensions of tracks. Therefore, the system 100 accordingly has a wide range of application. Also, the system 100 is so formed that it is continuous over the expansion joints as well, which wasn’t the case in the existing systems. Further, the presence of bridging slabs over deck expansion joints assists in negating the possibility of occurrence of deck rotation. Therefore, service life of the system 100 is significantly improved.

Also, owing to the fact the most of the work required for installation of the system 100 is performed in a controlled environment, quality of the system 100 is better than the existing systems. Further, considering that the site quantities are less, overall construction time is also significantly reduced. Moreover, the present disclosure offers better control over line and level of the railway track, for example, by use of the bollards 104 and the shims. Therefore, any problems associated with alignment of the tracks can be conveniently resolved as well.

The system 100 includes less number of components in comparison to the existing systems. Therefore, handling and maintenance of the system 100 are improved. In addition, since the dimension and composition of the all the slabs 102 are same for all applications, less quantity of the slabs 102 is used. Consequently, the manufacturing cost of the slabs 102 is significantly reduced. It also ensures convenience in construction of the slabs 102.

With regard to the installation, the system 100 can be installed based on a top-down construction as well as a bottom-up construction. Once installed, the system 100 has more width which allows for having more space for walking, for example, to perform maintenance chores. Therefore, the system 100 and the methods 1400 and 1500 of the present disclosure are comprehensive, time-effective, simple-to-install, flexible in implementation, easy-to-maintain, cost-effective, and has a wide range of application.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.