TECHNICAL FIELD:

[001] The present invention relates to the field of railway tracks and track structures, and more particularly relates to continuous resilient fastening type ballast-less track system.

BACKGROUND:

[002] In past few years, overcrowding and congestion of metropolitan areas and rapid growth and climate change has resulted in an increasing demand for environmentally friendly railway and mass transit rail systems. Typically, railway tracks utilize continuously welded rails discrete supported by sleepers attached via base plates that spread the load. A polymer sheet or rubber pad is usually placed between the rail and the tie plate or base plate. The rail is usually held down to the sleeper or base plate with resilient fastenings. However, with increasing demand and advancement in technology, traditional ballasted superstructure railway tracks are being replaced by ballast-less tracks which have consistent track geometry, little longer life span, and requires little less maintenance in comparison with superstructure railway tracks. But many of the existing ballast-less track systems are discreet support fastening types with heavier concentration of forces at rail seats thus necessitating stronger track- structure and very high quality costly materials.

[003] Generally, in convention ballast-less railway track, bed of the ballast-less railway track is composed of concrete and bituminous mixture, etc., and the track is made up of steel rail, railway fasteners and slab. Further, railway sleeper is formed by concrete casting, and steel rails and railway blocks, sleepers, slabs are laid on the concrete track to form the ballast-less railway track structure. As the conventional ballast-less railway tracks uses various types of railway fasteners for assembling the steel rails on the bed, the construction process is time consuming, expensive, and requires excessive maintenance to restore desired track geometry and to ensure smoothness of rolling stock. For example, in case of any malfunction or change in track geometry, or in case of replacement of rail(s), the concrete slabs and bed needs to be broken and fixed, and hence the process is complex, time consuming, and involves high maintenance cost.

[004] Furthermore, extensive analysis is required to install the conventional ballast less track system on viaduct and underground, number of elements in the ballast-less track system is substantially more and hence overall construction is complex, time consuming and expensive, and requires Mass Spring System (MSS) in noise and vibration prone zones. Furthermore, discrete supported fastener type ballast-less track contributes to waveform rail deflection and rail corrugations, reducing rail life.

[005] An alternative form of ballast-less railway track system includes embedded track systems in which rounded flat foot rails or heavy rectangular rail profiles are embedded in pre-cast concrete and or grout base. However, such tracks, once installed, cannot be replaced or repaired without disrupting the existing concrete or grout structure, maintenance is difficult and uneconomical, and produces a lot of noise during operation. Further, few other embedded block track systems require lot of rubber/filler or rail material, resilience, resistance to uplift is very poor, and can result in buckling of embedded rail in vertical direction (heave) due to rail temperature or creep.

[006] Considering the above stated discussion, there is a need for a cost-effective track system that overcomes the above stated disadvantages. Further, the track and track- structure should enhance ease and pace of construction, cut down the maintenance costs and reduce limitations of existing techniques used.

SUMMARY OF THE INVENTION:

[007] This summary is provided to introduce a selection of concepts in a simple manner that is further described in the detailed description of the disclosure. This summary is not intended to identify key or essential inventive concepts of the subject matter nor is it intended for determining the scope of the disclosure. [008] A resilient fastening track structure (100) adapted to be mounted on a support structure is disclosed. The resilient fastening track structure (100) comprises, a substantially U-shaped outer casing (105) having a plurality of inner restrained fins (110), the outer casing (105) configured to be locked into a concrete slab (115), a bottom resilient pad (120) positioned inside the U-shaped outer casing (105), a replaceable resilient pad (125) positioned on top of the bottom resilient pad (120), the replaceable resilient pad (125) and the bottom resilient pad (120) being separated by a separation pad/arc spring (130) and a rail (135) having bulged bottom positioned on top of the replaceable resilient pad (125). Either side of the rail (135) comprises, a top resilience rail pad (140) on an upper surface of the bulged bottom of the rail (135), a load bearing and transfer structure (145) positioned on the top resilience rail paid (140), and an elastic spring/tension clamp (150) and a lateral adjustment liner (155) positioned between the load bearing and transfer structure (145) and the U-shaped outer casing (105), wherein lateral adjustment liner (155) comprises a plurality of vertical adjustment fins (160) configured for vertical adjustment of the rail (135) and the plurality of vertical adjustment fins (160) engages with the plurality of inner restrained fins (110) of the U-shaped outer casing (105).

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

BRIEF DESCRIPTION OF THE FIGURES:

[0010] The disclosed system and method will be described and explained with additional specificity and detail with the accompanying figures in which:

[0011] Figure 1A illustrates a cross-sectional view of a resilient fastening track structure (RFT structure) in accordance with an embodiment of the present disclosure;

[0012] Figure 2A, 2B and 2C illustrates different types of flatfooted rails or similar double headed rails, which may be assembled with the CRFT structure 100 in accordance with an embodiment of the present disclosure;

[0013] Figure 3 A and 3B illustrates exemplary rail track structure in accordance with an embodiment of the present disclosure;

[0014] Figure 3C illustrates an exemplary assembly of two CRFT structures, showing special end uplift parts, in accordance with an embodiment of the present disclosure;

[0015] Figure 4A, 4B and 4C illustrates CRFT structures 400 having different rail dimensions in accordance with a second embodiment of the present disclosure;

[0016] Figure 5 illustrates a CRFT structure 500 in accordance with a third embodiment of the present disclosure;

[0017] Figure 6 illustrates a rail track arrangement 600 for urban transits in accordance with an embodiment of the present disclosure;

[0018] Figure 7A and 7B illustrates installation of RFT structure 100 on plate girder and on stringer beams in open web girder respectively in accordance with an embodiment of the present disclosure.

[0019] Further, persons skilled in the art to which this disclosure belongs will appreciate that elements in the figures are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the figures by conventional symbols, and the figures may show only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the figures with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein. DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS:

[0020] For the purpose of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiment illustrated in the figures and specific language will be used to describe them. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Such alterations and further modifications to the disclosure, and such further applications of the principles of the disclosure as described herein being contemplated as would normally occur to one skilled in the art to which the disclosure relates are deemed to be a part of this disclosure.

[0021] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are exemplary and explanatory of the disclosure and are not intended to be restrictive thereof.

[0022] The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such a process or a method. Similarly, one or more devices or sub-systems or elements or structures or components preceded by "comprises... a" does not, without more constraints, preclude the existence of other devices, other sub-systems, other elements, other structures, other components, additional devices, additional sub-systems, additional elements, additional structures, or additional components. Appearances of the phrase “in an embodiment”, “in another embodiment” and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting. [0024] Embodiments of the present disclosure will be described below in detail with reference to the accompanying figures.

[0025] Embodiments of the present disclosure disclose a resilient fastening track structure adapted to be mounted on a support structure and method of manufacturing, assembly, fitment of the same. The structure comprises a substantially U-shaped outer casing having a plurality of inner restrained fins, the outer casing configured to be locked into a concrete slab, a bottom resilient pad positioned inside the U-shaped outer casing, a replaceable resilient pad positioned on top of the bottom resilient pad, the replaceable resilient pad and the bottom resilient pad being separated by a separation pad / spring, and a rail having bulged / footed bottom positioned on top of the replaceable resilient pad. Further, either side of the rail comprises, an optional top resilience rail pad on an upper surface of the bulged bottom of the rail, a load bearing and transfer structure positioned on the top resilience rail pad, a spring plate / tension clamp and a lateral liner positioned between the load bearing and transfer structure and the U-shaped outer casing, wherein lateral liner comprises a plurality of vertical adjustment fins configured for vertical adjustment of the rail and the plurality of vertical adjustment fins engages with the inner restrained fins of the U-shaped outer casing. The resilient fastening track structure disclosed in the present disclosure eliminates the need of ballast or high strength demanding / costly discrete parts for the construction and offers replaceable, adjustable embedded track in which a vertical (level) and a lateral (line) adjustments may be done by changing the liner member or shim pad below rail or both.

[0026] Figure 1A illustrates a cross-sectional view of a resilient fastening track structure (RFT structure) in accordance with an embodiment of the present disclosure. Figure IB illustrates a perspective view of the resilient fastening track structure in accordance with an embodiment of the present disclosure. In a preferred embodiment of the present disclosure, the resilient fastening track structure is a continuous structure and hence hereafter referred to as continuous resilient fastening track structure (CRFT structure). As shown in Figure 1 A and IB, the CRFT structure 100 comprises an outer casing 105, a bottom resilient pad 120, an arc spring 130, a replaceable resilient pad 125, a rail 135, a top resilience rail pad 140, a load bearing and transfer structure 145, a tension clamp 150 (an elastic spring) and a lateral adjustment liner 155.

[0027] The outer casing 105 is made of adequate density non-corrosive materials such as but not limited to high-density polyethylene (HDPE), Stainless Steel, glass fiber reinforced polymer (GFRP), cast iron, carbon composite, etc. In one embodiment of the present disclosure, the outer casing 105 is substantially U-shaped and designed to lock the CRFT structure 100 into a concrete slab 115 firmly ensuring proper grip with concrete slab 115. In a preferred embodiment, an outer surface of the U-shaped outer casing 105 comprises a plurality of outer restrained fins 165 for locking the CRFT structure 100 into the concrete slab 115. Further, in one embodiment of the present disclosure, an inner surface of the U-shaped outer casing 105 comprises a plurality of inner restrained fins 110 for engaging with the lateral adjustment liner 155. In one embodiment, the outer casing 105 is removable by pulling the material out of the concrete slab 115 for the rail 135 replacement.

[0028] The bottom resilient pad 120, the replaceable resilient pad 125 and the top resilience rail pad 140 are made of elastomers such as but not limited to natural rubbers, styrene-butadiene block copolymers, polyisoprene, polybutadiene, ethylene propylene rubber, ethylene propylene diene rubber, silicone elastomers, etc. In one embodiment of the present disclosure, the bottom resilient pad 120 is positioned inside the U-shaped outer casing 105. The replaceable resilient pad 125 is positioned on top of the bottom resilient pad 120, wherein the replaceable resilient pad 125 and the bottom resilient pad 120 are separated by a separation pad 130 (also referred as arc spring, separation plate) as shown. In one implementation, the arc spring 130 is an arc spring having thickness and curvature depending on the rolling stock application, axle load and train speed. In one embodiment of the present disclosure, the bottom resilient pad 120, the replaceable resilient pad 125 and the arc spring 130 are combined together either by co-extrusion process, or bonding or press fitting to form a bonded spring- rubber pad. Such an arrangement distributes the loads on the structure uniformly to the bottom supporting concrete or steel member and attenuate wide range of rail - wheel vibration frequencies.

[0029] The rail 135 is made of steel such as R260 steel grade material. In a preferred embedment of the present disclosure, the rail 135 has a flat footed or bottom bulged and the bilged bottom portion is positioned on top of the replaceable resilient pad 125. The resilient pad 125 absorbs the major stresses developed and transfers the residual stresses to the surrounding. The bottom of the rail 135 is bulged for preventing the rail 135 from upward lift on application of wheel load. It is to be noted that the length of the rail 135 may be 0.5 meter, lmeter, 2meter, etc. or infinite length depending the on the length of the structure and the steel grade may be changed based on the requirement. Figure 2A, 2B and 2C illustrates different types of flatfooted rails or similar double headed rails, which may be assembled with the CRFT structure 100 in accordance with an embodiment of the present disclosure.

[0030] The load bearing and transfer structure 145 is made of nylon, high density poly ethylene (HDPE), polypropylene or materials having similar properties. In one implementation, the load bearing and transfer structure 145 comprises different profiles (C-profile as shown) defining empty spaces. In one embodiment of the present disclosure, the load bearing and transfer structure 145 is positioned on the top resilience rail paid 140 on either side of the rail 135. The load bearing and transfer structure 145 commensurate with the rail profile on one side and have matching profile on spring plate / tension clamp 150 so that it transfers load smoothly to tension clamp 150. The tension clamp side curved profile transfers part vertical loads to side concrete through tension clamp 150, lateral liner 155 and resists vertical uplift. The inner profile of the load bearing and transfer structure 145 is designed in such a way that it meets the functional requirements but at the same time minimizes costs.

[0031] The tension clamp (tension clip) 150 is an elastic spring made of either spring steel or alloy steel or carbon fibre kind of spring materials. The tension clamp 150 is smooth surface on rail side and designed frictional surface on lateral line side so that it can be removable with designed vibration frequency and amplitude but won’t come out on its own due to rail wheel vibrations.

[0032] The lateral adjustment liner 155 is made of high density poly ethylene (HDPE), glass fiber reinforced polymer (GFRP), Polyamide, Polymer or materials having similar properties. As shown, the tension clamp 150 and the lateral liner adjustment 155 are positioned between the load bearing and transfer structure 145 and the U- shaped outer casing 105. In one embodiment of the present disclosure, the lateral liner 155 comprises a plurality of vertical adjustment fins 160 on the outer surface. The plurality of vertical adjustment fins 160 engages with the plurality of inner restrained fins 110 of the U-shaped outer casing 105. In one embodiment of the present disclosure, the vertical adjustment fins 160 relatively matches with fins 110 at different heights and enable the vertical adjustment of the rail 135 by inserting a shim pad of required thickness below the bottom resilient pad (120. In another implementation, replaceable resilient pad 125 of required thickness is used for vertical adjustment.

[0033] As described, the resilient fastening track structure 100 comprises the outer casing (105) having the plurality of inner restrained fins 110 and the outer casing 105 is configured to be locked into the concrete slab 115. The bottom resilient pad 120 positioned inside the U-shaped outer casing 105 and the replaceable resilient pad 125 is positioned on top of the bottom resilient pad 120, wherein the replaceable resilient pad 125 and the bottom resilient pad 120 are separated by an arc spring 130. The rail 135 having bulged bottom is positioned on top of the replaceable resilient pad 125, wherein either side of the rail 135 comprises the top resilience rail pad 140 on the upper surface of the bulged bottom of the rail 135, the load bearing and transfer structure 145 positioned on the top resilience rail paid 140, and the tension clamp 150 and the lateral adjustment liner 155 positioned between the load bearing and transfer structure 145 and the U-shaped outer casing 105. Further lateral adjustment liner 155 comprises the plurality of vertical adjustment fins 160 configured for vertical adjustment of the rail 135 and the plurality of vertical adjustment fins 160 engages with the inner restrained fins 110 of the U-shaped outer casing 105. The U-shaped outer casing 105 comprises a plurality of outer restrained fins 165 for locking the continuous resilient fastening track structure 100 into the concrete slab 115.

[0034] Further, as described, the bottom resilient pad 120, the replaceable resilient pad 125 and the arc spring 130 are combined together either by co-extrusion process, or bonding or press fitting to form the bonded spring-rubber pad. The bonded spring- rubber pad (the bottom resilient pad 120, the replaceable resilient pad 125 and the arc spring 130) provides adequate stiffness and damping to the continuously supported rail track. Further, it provides noise and vibration attenuation to the CRFT track structure 100. Hence, in one embodiment, the bottom resilient pad 120, the replaceable resilient pad 125 and the arc spring 130 may be a three layer integral unit. In another embodiment, the same function being done by bottom resilient pad 120, the replaceable resilient pad 125 as two separate layers, without the arc spring 130 or in another embodiment as one layer. The continuously supported rail ensures lower natural frequency of the CRFT track structure 100. In one embodiment of the present disclosure, the height of the rail can be varied by replacing the bonded spring-rubber pad or the replaceable resilient pad 125 or by shim pad having different thickness.

[0035] In one embodiment of the present disclosure, the concrete slab 115 (plinth or slab) may be casted in-situ or pre-casted with longitudinal grooves. For example, plurality concrete slabs are pre-casted in a factory employing a mold assembly to manufacture one or more identical concrete slabs of consistent quality. In an embodiment of the present disclosure, high strength concrete having a large compressive strength of at least 30 N/mm ² is used for manufacturing the concrete slab 115. In another embodiment of the present disclosure, the concrete may be reinforced with one or more reinforcing materials. The one or more reinforcing materials may include but not be limited to polymer fibers, carbon fibers, stainless steel rods, iron rods, mesh materials made of metal, plastic and the like. In yet another embodiment of the present disclosure, the concrete is pre-tensioned using the reinforcing materials. The pre-tensioned concrete reduces costs and provides high strength and durability. The manner in which the continuous resilient fastening track structure 100 is manufactured is described in detail further below.

[0036] The CRFT structure 100 is manufactured and installed either through conventional cast in-situ top-down approach or pre-cast bottom-up approach. The CRFT structure 100 is amenable to cast in-situ machine laying using Slip-form pavers. The track slab may be pre-casted with slip-form paver and subsequently a plurality of CRFT structures are installed to final line and level and grouted the gap between pre cast concrete and CRFT structure.

[0037] The manner in which the CRFT structure 100 is manufactured is described with reference to Figure 1A. Referring to Figure 1A, the bonded spring-rubber pad (the bottom resilient pad 120, the replaceable resilient pad 125 and the arc spring 130 with suitable spring arc 130 and the replaceable resilient pad 125 (based on the required rail height) is positioned in the U-shaped outer casing 105.

[0038] Then the rail 135 is lowered over the bonded spring-rubber pad and placed in the middle of U-shaped outer casing 105, and the top resilience rail pad 140 is placed on the top surface of the bulged portion of the rail 135 on both the sides of the rail 135. Further, the load bearing and transfer structure 145 is inserted on the top resilience rail paid 140 and matched against the rail 135.

[0039] Upon inserting the load bearing and transfer structure 145, the lateral adjustment liner 155 is slipped in the assembly to the level required and the vertical adjustment fins 160 are adjusted against the inner restrained fins 110 of the U-shaped outer casing 105. Liner is placed in the nearest designed fin grove to 3-5 mm accuracy depending on the required vertical height adjustment.

[0040] Then, the bottom resilient pad 120 and the U-shaped outer casing 105 of the assembly are tightly held against rail 135, and then a dummy clamp (without spring characteristics) is placed in place of the tension clamp/spring clamp 150 in between the load bearing and transfer structure 145 and the lateral adjustment liner 155. Then the assembly having the bonded spring-rubber pad, the rail 135, the load bearing and transfer structure 145, the dummy clamp is held in a temporary holding cap (not shown in Figure), for locking the assembly together and holding in position.

[0041] In one embodiment, the CRFT assembly along with holding cap is aligned to line and level and held in final position with either conventional gauge square/support frames or slip-form paver tool and concreted around to the desired profile and cured for forming the CRFT structure 100. Once the concrete gains strength, holding cap and dummy clips are removed and actual tension clamp 150 made out of spring steel or carbon fiber is driven to position using a vibration tool.

[0042] In another embodiment, the CRFT structure 100 is placed in a pre-cast concrete slab 115 and grouted using fast curing material. That is, a concrete slab having a rectangle grove having slightly wider and deeper than the U-shaped outer casing 105 is pre-casted and the CRFT structure 100 is placed inside the rectangle grove and grouted using fast curing material. Then the dummy clips are removed and actual tension clamp 150 made out of spring steel or carbon fiber is driven to position using a vibration tool. A plurality of CRFT structure are placed and assembled to form a rail track.

Figure 3A and 3B illustrates exemplary rail track in accordance with an embodiment of the present disclosure. As shown in Figure 3 A, the rail track may be constructed in- situ by aligning and leveling the CRFT structures 100 A and 100B along with holding cap and held in final position with either conventional gauge square/support frames or slip-form paver tool and concreted around to the desired profile and cured to form the rail track. In another implementation, the rail tracks are pre-casted and placed on a viaduct or embankment or tunnel or any other supporting structure which shall support the rail track. Figure 3B illustrate a pre-casted rail track in which the CRFT structures lOOC and 100D are assembled inside the pre-cast concrete plinths 315C and 315D, and then mounted on a supporting structure. As described, a plurality of CRFT structures is assembled in-line to form a rail track. Figure 3C illustrates an exemplary assembly of two CRFT structures, showing special end uplift parts, in accordance with an embodiment of the present disclosure. In other words, Figure 3C illustrates a perspective view of a pier expansion location of a rail track. As shown, two CRFT structures with concrete slab 300 A and 300B coupled to each other. In one embodiment of the present disclosure, rotation restrainer 305 is used at the end of every rail track structure (at pier expansion joint) for locking and hence for preventing the rail 135 from end rotation due to direct impact of loading. Furthermore, The Figure 3C also illustrates track with mass spring system (MSS).

[0043] The CRFT structure 100 disclosed in the present disclosure offers replaceable embedded track, that is, the CRFT structure 100 may be replaced without destroying the surrounding concrete structure. In one example, by changing the replaceable resilient pad 125 or the lateral adjustment liner 155, the track may be adjusted both vertically and horizontally even after casting of track slab. In another example, by changing the material property of the load bearing and transfer structure 145 and tension clamp 150 characteristics, the longitudinal restraint due to friction may be adjusted as per the requirement. In one embodiment of the present disclosure, the CRFT structure 100 offers an option for vertical adjustment up to (+20/-3mm) and lateral adjustment up to (+/- 6mm) in case of any alignment mismatch after casting.

[0044] The manner in which the CRFT structure 100 may be disassemble for replacing the one or more elements, for maintenance, for changing the rail, or for any other purpose is described in detail further below.

[0045] In one embodiment of the present disclosure, for disassembling the structure 100, initially the spring clamp 150 is removed from the structure using vibration tool. The vibration tool is a power tool which comprises a rail head profile base and clip holding L-shaped jack arms/discs. The L-shaped shaped jack arms which may be operated with external power (mechanical, hydraulic, electric etc.) are locked with the upper bend of the tension clamp 150. The vibration tool provides vibration with required frequency and amplitude on the head of rail 135. The L-shaped jack arms are powered to lift upside while the rail holding jaw is passing lateral vibrations to the rail head 135. Designed vibration on rail head are provided for smooth removal of tension clamp 150. After removing both the tension clamps 150 on either side of the rail 135, the load bearing and transfer structure 145 and the rail 135 may be removed/lifted from the CRFT structure 100. Upon lifting the rail 135, the bottom resilient pad 120, the replaceable resilient pad 125, and the arc spring 130 may be removed and replaced for changing the height of the rail 135, if required. Then the elements may be re-assembled to form the CRFT structure 100. In one embodiment of the present the design of one or more elements of the CRFT structure 100 may be modified based on specific implementation requirements. Various possible design modifications (keeping rail profile, lateral strength requirements, noise & vibration attenuation requirements, sub grade modulus etc.) for one or more specific requirements are illustrated and described in detail further below.

[0046] Figure 4A illustrates a CRFT structure 400 in accordance with a second embodiment of the present disclosure. The top resilience rail pad 140 placed on top surface of the bulged bottom portion of the rail 135 extends till the neck portion of the rail 135 as shown to reduce rail web noise and vibration. Further, the load bearing and transfer structure 145 on both the sides of the rail 135 comprises material optimized two hollow spaces as shown. Figure 4B and 4C illustrates CRFT structures having rail foot having different directions in accordance with an embodiment of the present disclosure. As shown, width of the budged portion (rail foot) of the rail 135 has larger width in comparison with the width of the budged portion (rail foot) of the rail 135 shown in Figure 4 A.

[0047] Figure 5 illustrates a CRFT structure 500 in accordance with a third embodiment of the present disclosure. As shown, the CRFT structure 500 comprises the rail 135 wherein the width of the bulged portion is less than the width of the bulged portion of the rail 135 of the CRFT structure 400. Further, the bottom resilient pad 120 is substantially U-shaped and the replaceable resilient pad 125 extends till the neck portion of the rail 135. In this embodiment rail bearing and transfer structure 145 is absent.

[0048] The CRFT structure 100 disclosed in the present disclosure may be used for both mainline tracks and urban rail transits such trams, rail transit, etc. However, the urban transit requires the concrete level to be increased to TOR (Top of Rail) to allow passage of crossroads and crossing of road vehicles. This may be achieved by increasing sealing material to the TOR. Figure 6 illustrates a rail track arrangement for urban transits in accordance with an embodiment of the present disclosure. As shown, the height of the outer casing 105 is increased to the TOR with widened dimension for allowing passage of crossroads and crossing of road vehicles. The gap for rolling of wheel flange can be 50mm towards rail gauge face. Further, concrete is filled till the top surface of the rail 135.

[0049] In on embodiment of the present disclosure, the CFRT System or CRFT structure (100, 400 and 500) disclosed in the present disclosure may be installed on open girder and plate girder bridges without requirement of concrete slab or cross steel beams. The outer casing of the CRFT structure may be directly fixed into the steel shell on the stringer beam or plate girder. This track technology may be used with slight modifications for glued joints, level crossings, switch expansion joint (SEJ) and turnouts. Figure 7A and 7B illustrates installation of CRFT structure 100 on plate girder and on stringer beams in open web girder respectively in accordance with an embodiment of the present disclosure.

[0050] The CRFT structure disclosed in the present disclosure provides simpler solution to increasing demand for modern day ballast less track technology. The track technology may accommodate all axle loads such as but not limited to 1 IT, 17T, 25T, 32.5T and 40T. Further, the CRFT structure may be pre-formed in factories or may be formed in-situ and installation defect as less as 1mm may also be corrected. The track constructed from CRFT structure may be used for various rail inclinations, that is, 1 in 20 or 1 in 40.

[0051] Further, the CRFT structure 100 disclosed in the present disclosure allows higher rail head life, continuously supported on resilient packing, easy repair and maintenance, supports up to 250mm gap at bridge span joints or 50 mm AT (Aluminothermic) weld locations, allows simple top down construction methodology or combined bottom and top down methodology, easy track drainage through slab gaps and easy track crossings for road vehicles. Further, all the components of the CRFT structure are replaceable without disrupting the concrete slab.

[0052] Furthermore, continuous resilient layer of the CRFT structure allows better load distribution and continuous bedding stiffness shall allow lesser deflection of rail. The structure enables adjustments both vertically and horizontally even after casting of track slab. Further, due to the continuously supported system and high damping ratio, low natural frequency of the system may be obtained and continuously supported resilient track minimizes rail corrugations.

[0053] Furthermore, the rail is restrained not only in transverse and longitudinal directions but in vertical direction too to avoid up-heaving and thus it use cases being without any limitations of weather. The track structure height with as low as 300 mm is technically feasible with the disclosed CRFT structure, thus necessitating lighter viaducts or leaner tunnels and saves infrastructural costs. Thread-less track system provides long-life and ensures against loosening of nuts or weakening of clip force. Anchor-less and dowel-less transfer of forces ensures crack-free concrete structure.

[0054] The figures 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. For example, orders of processes described herein may be changed and are not limited to the manner described herein. Moreover, the actions of any flow diagram need not be implemented in the order shown; nor do all of the acts necessarily need to be performed. Also, those acts that are not dependent on other acts may be performed in parallel with the other acts. The scope of embodiments is by no means limited by these specific examples. Numerous variations, whether explicitly given in the specification or not, such as differences in structure, dimension, and use of material, are possible.