System DFF 21

Highly elastic rail fastening for conventional rail and metro –

the optimum single support point for slab track
System DFF 21
Highly elastic rail fastening for conventional rail and metro –
the optimum single support point for slab track
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 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 smoothly and material-saving way: The highly elastic compo-
nents 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 quanti-
ties 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-
ling 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.
System DFF 21
Elastic. Safe. Resilient. Flexible.
Angled guide plates keep the rail The W-shape of the Skl 21 provides
in the track safety
The angled guide plates lead the forces in- For meeting the required rail creep
troduced into the rail by train in the base resistance two highly elastic, inde-
plate first and then into the concrete. In pendently acting spring arms steadily
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.
forces. The design additionally supports With its high fatigue strength, it resists
the tilting protection. Different widths can the dynamic vertical movements that
regulate the gauge. are caused when the vehicle rolls over
the rail. The system is maintenance-free:
Due to the permanently acting tension,
Skl and screw cannot loosen, the middle
bend prevents the spring arms from
plastic deformation.

cellentic rail pad for high elasticity

The elasticity of the particular cellentic
material ensures the compensation of
vertical forces and with this, stable rail
deflection; it also damps vibrations and
minimizes the structure-borne noise.

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 opti-
mized height adjustment plates NG
the cellentic rail pad rests completely
on the bearing face.

Easy handling for installation and rail maintenance

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
removed from the support point.
All components can be replaced.
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
system are designed to undertake this job. The DFF 21 system with cellentic rail pad allows -0.02

rail deflection and can optimally distribute occurring vertical forces. The result: Protec-
passing of train
0.00

rail deflection [inch]

tion of track. Its elasticity is adapted to the traffic load to achieve optimum rail deflection: 0.02

load distribution is at the maximum without overloading the rail. Furthermore, the cellentic 0.04
static
max. y = 0.057 axle load: 24.8 t
train: passenger train
component damps the vibrations caused by the unevenness of track and wheels; structure- 0.06
dynamic speed: 99 mph
max y dyn = 0.068
borne track vibration is minimized. The result: high travel comfort, high safety through 0.08

smooth running, as well as long lifetime of track components and vehicles.

-250 -150 -50 50 150 250
distance from axis-centre [inch]

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

tinuously clamped in a force-fitted way by the two spring arms with a spring deflection of
5,000
Thanks to anti-tilting property

toe load [lbs]

the spring deflection does

approx. 14.5 mm (0.57 in) and a toe load of approx. 10 kN (2.25 kip). With this, also a high not change under higher
forces, overstressing of
spring arms is prevented

creep resistance is achieved: When the trains accelerate / decelerate, the rails remain in 2,500
clamping
point
2,250

position; dangerous 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 air gap

operation. If the rail tilts excessively, e.g. in narrow curves, high forces are applied to the
0,0000
00 0,3
0.30 0.57 0.60
0,6

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
Published 09.2015

Remark
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.

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
System DFF 30 HH
Elastic rail fastening for heavy haul – the optimum single
support point for rail vehicles with extreme axle loads
System DFF 30 HH
Elastic rail fastening for heavy haul – the optimum single
support point for rail vehicles with extreme axle loads
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 re-
quirements 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 ex-
treme loads are led via the shoulder of the used cast-iron base-
plate 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 espe-
cially 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 conditions
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.
System DFF 30 HH
Elastic. Safe. Resilient. Flexible.
The W-shape of the Skl 30 provides safety Angled guide plates keep the rail
For meeting the required creep resistance two highly in the track
elastic, independently acting spring arms steadily hold The angled guide plates lead the
the rail down; the middle bend is used as an additional forces introduced into the rail by train
tilting protection. With its high fatigue strength, it re- in the baseplate made of cast iron.
sists the dynamic vertical movements 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 maintenance-free. plates additionally supports the tilting
protection. Different widths can regu-
late the gauge.
Adjustable height
Using height adjustment plates,
the height of the system can be The gauge can be adjusted using
regulated within 80 mm (3.2 in). adjusting plates.
With the optimized height adjust-
ment plates NG the rail pad rests
completely on the bearing face. Optimum distribution of
extreme lateral loads
Due to its adapted shoulder of the
cast-iron base plate, extreme lateral
loads can be deflected. The rail pad
made of thermoplastic polyurethane
not only damps the loads but also
ensures the required durability.
Furthermore, it electrically insulates
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

Easy handling for installation, rail maintenance

and replacement
Flexibly applicable as single supporting point: no special
shoulders (e.g. as for concrete sleepers) required.
Installation is possible both with top-down and with
bottom-up method.
For welding of the rail, no fastening elements have to
be removed from the supporting point.
All components can be replaced.
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-
act with the rail foot in each situation. For this purpose, the rail is simple SKL 1 SKL 30
5,000
continuously clamped in a force-fitted way by the two spring arms Thanks to anti-tilting property

toe load [lbs]

the spring deflection does not
with a spring deflection of approx. 14 mm (0.55 in) and a toe load change under higher forces,
overstressing of spring arms is
of approx. 12.5 kN (2.8 kip). With this, a high creep resistance is prevented

also achieved: When the trains accelerate / decelerate, the rails re- 2,810
2,500 clamping
main in position, dangerous open fracture gaps due to broken rails point

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
operation. If the rail tilts excessively, e.g. in narrow curves, high 0,0000
forces are applied to the tension clamp. The Skl 30 is able to resist 0 0.30 0.55 0.60
0 0,3 0,6

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 over-
stretched.

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

Published 09.2015

Remark
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.

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
System DFF 300 UTS
Highly elastic rail fastening for metro –
the optimum single support point for slab track
System DFF 300 UTS
Highly elastic rail fastening for metro –
the optimum single support point for slab track
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.

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.
System DFF 300 UTS
Elastic. Safe. Resilient. Flexible.
The W-shape of the Skl 21 provides safety Angled guide plates keep
For meeting the required rail creep resistance two the rail in the track
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
as an additional tilting protection. With its high train in the base plate first and then
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
screw cannot loosen, the middle bend prevents guide plates additionally supports
the spring arms from plastic deformation. the tilting protection. Different
widths can regulate the gauge.
A steel plate ensures an optimum
distribution of load
A steel plate provides for load distribu- Highly-elastic 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
tilting protection through its large sur-
material ensures stable rail deflection;
face. A plastic rail pad insulates the
Vibrations and structure-borne noise
rail electrically.
are minimised. Their reinforced edge
area also contributes to the tilting
Adjustable height protection.
Using height adjustment plates, the height of
the system can be regulated within 30 mm
(1.2 in). With the optimized height adjust- Base plate
ment plates NG the cellentic intermediate
plate rests completely on the bearing face.

Securely clamped with

screw-dowel combinations

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.
For welding of the rail, no fastening elements have
to be removed from the support point.
All components can be replaced.
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
Because ballast is not used for slab tracks, the highly-elastic cellentic components of -0.02
passing of train
the rail fastening system are designed to undertake this job. The DFF 300 UTS system 0

with cellentic intermediate plate allows rail deflection and can optimally distribute

rail deflection [inch]

0.02
occurring vertical forces. The result: Protection of track. Its elasticity is adapted to
the traffic load to achieve optimum rail deflection: load distribution is at the maxi- 0.04
static axle load: 19.8 t
max. y = 0.075 train: passenger train
mum without overloading the rail. Furthermore, the cellentic component damps the 0.06 speed: 50 mph
dynamic
vibrations caused by the unevenness of the track and wheels; structure-borne track 0.08
max y dyn = 0.076

vibration is minimized. The result: high travel comfort, high safety through smooth
-250 -150 -50 50 150 250
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
purpose, the rail is continuously clamped in a force-fitted way by the two spring 5,000
simple SKL 1 SKL 21

arms with a spring deflection of approx. 14.5 mm (0.57 in) and a toe load of ap- Thanks to anti-tilting property

toe load [lbs]

the spring deflection does
not change under higher
prox. 10 kN (2.25 kip). With this, also a high creep resistance is achieved: When the forces, overstressing of
spring arms is prevented

trains accelerate / decelerate, the rails remain in position; dangerous fracture gaps 2,500
clamping
point
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

rail tilts excessively, e.g. in narrow curves, high forces are applied to the tension 0,0000
0.57 0.60
00 0,3
0.30 0,6

clamp. The Skl 21 is able to resist them: Rail movements are limited by the middle spring load [inch]

bend after the gap has been overcome, 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
Published 09.2015

Remark
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.

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