This 7-page document from Sonneville International Corporation describes methods for renewing railroad tracks using their Low Vibration Track (LVT) system. It discusses two methods: 1) Retrofitting special cavity LVT supports into existing concrete to replace old wooden ties or blocks, and 2) Removing existing ballasted track sections and replacing them with new LVT panels over three nights with normal train traffic, adjusting the track and securing it with concrete. The LVT system aims to reduce train vibration through trapezoidal concrete supports with resilient pads and rubber boots that equalize loads on the tracks.

1. Doc No: DPD074.GN
Revision: March-09
© 2009
This document has copyright, which is owned by Sonneville International Corporation (SIC) and may not be reproduced, in whole, in part, or in any form whatsoever without
prior written authority from SIC. This document has been submitted on the understanding that it will not be used in any way against the interest of SIC.
LOW VIBRATION TRACK (LVT)
Track renewal
SONNEVILLE INTERNATIONAL CORPORATION
8109 Tis Well Drive, Suite 513
Alexandria, VA 22306, USA
Tel. +1 703 619 1530
Fax +1 703 619 1534
E-mail mail@sonneville.com
www.sonneville.com

2. Doc No: DPD074.GN
Revision: March-09
Low Vibration Track (LVT) – Track renewal Page 2 of 7
A) Special cavity LVT
Substitution of old wooden ties or blocks embedded in
concrete with special cavity LVT supports
Track geometry re-adjustment

3. Doc No: DPD074.GN
Revision: March-09
Low Vibration Track (LVT) – Track renewal Page 3 of 7
Grout placement
Special cavity LVT supports, first installed on Amtrak in early 2000, were primarily designed to replace existing ties or blocks
encased in concrete. Their relatively smaller size allows them to be retrofitted in the cavities left by the removed ties or blocks,
adjusted and sealed in place with flowable cementitious grout. The trapezoidal shape of the concrete blocks, resilient pads and
rubber boots equalizes the pressure per area on the field and gauge sides under combined vertical and lateral loads and further
prevents long term migration towards the gauge side when the LVT supports are installed adjacent to an existing central trough.

4. Doc No: DPD074.GN
Revision: March-09
Low Vibration Track (LVT) – Track renewal Page 4 of 7
B) Renewal of ballasted track under traffic
The following procedure was successfully implemented in 1974 in Denmark to renew 6 km (3.8 miles) of ballasted track with the
earlier non-ballasted track system comprising tie bars.
The work was restricted to 4 ½ hours per night with traffic operating normally at all other times, except for a temporary 35 km/h
(22 mph) speed restriction.
The same procedure is applicable to LVT with the only addition of insulated temporary gauge bars between the rails.
Advanced ballast removal
An advance crew excavated the ballast cribs up to the ends of
the existing ties.

5. Doc No: DPD074.GN
Revision: March-09
Low Vibration Track (LVT) – Track renewal Page 5 of 7
Old track removal
The first trackwork crew removed three 15-metre panels
[45 metres (150 ft) of track] per night, excavated the remaining
ballast and placed roller compacted concrete on the
foundation while restoring the drainage system.

6. Doc No: DPD074.GN
Revision: March-09
Low Vibration Track (LVT) – Track renewal Page 6 of 7
Track restoration
New track panels were then installed directly on the roller compacted concrete, the rails connected and ramps shimmed at both
ends, the track temporarily resting slightly below its final level.
Traffic immediately resumed.

7. Doc No: DPD074.GN
Revision: March-09
Low Vibration Track (LVT) – Track renewal Page 7 of 7
Final adjustment and concreting
The second trackwork crew adjusted the track, verified its geometry and secured it in place with shims inserted between the rail
base and the now fully cured roller compacted concrete before placing and finishing the track concrete.
The loads generated by the traffic that resumed immediately thereafter were transferred directly from the rails to the roller
compacted concrete through the shims without any measurable relative movement between the rubber boots and the green
track concrete below.
The upper portion of the shims was later removed and recycled forwards.