## 5 Conclusions  
In this paper, the Precast Floating Slab track (type I) and Precast Fast Improvement slab track (type II) were developed and designed as the alternative method to ballasted track. These types of tracks are supported discretely and the gap between each panel (75 mm). Moreover, there is no connection joint or dowel bar to transmit the load from the slabs so the rail will take on the role of transferring the wheel load when operating the trains. Therefore, it is necessary to consider the dynamic performance of the structures as well as the running safety of the precast slab tracks through the train-track interaction. This study focused on analyzing 200 m length combined of these types of precast slab track and ballasted track with conventional metro trainer (designed speed 110 km/h) by using the numerical program All-Purpose Analysis of Train-Substructure Interaction (APATSI). After calculating and comparing the results, these conclusions are summarized as below:  
* The wheel force variation of both types of tracks was almost similar and met the requirement (smaller than the limitation is 0.372). However, when the train runs from the ballasted track to the Precast Floating slab track (Type I), there was a sudden \begin{table}
\begin{tabular}{c c c c c c c c c c c} \hline \hline \multirow{2}{*}{**Panels**} & \multicolumn{4}{c}{**Type I**} & \multicolumn{4}{c}{**Type II**} \\ \cline{2-10}  & **Loaded** & **Adjacent** & **Step** & **Incli-Nation** & & **Loaded** & **Adjacent** & **Step** & **Incli-Nation** & **LTE** \\  & **Panel** & **Panel** & **(s\({}_{2}\))** & **(mm)** & **(s\({}_{4}\))** & **LTE** (\%) & **Panel** & **Panel** & **(s\({}_{2}\))** & **(mm)** & **(\%)** & **(\%)** \\ \hline  
\hline \hline \end{tabular}
\end{table} 
Table 4: Load Transfer Efficiency (LTE) of rail between loaded panels and adjacent panels. change of wheel load. The reason is the huge difference in elasticity between the ballast layer and the anti-vibration device attached at the bottom of this type of track. Thus, it will be needed to increase the rigidity at the transition zone when designing this section. * To ensure comfort when the train running, the rail uplift force of precast slab track systems should not exceed 11.83 kN (which is 70% of the clamping force of fastening systems Vossloh 300-1 system-16.9 kN). The results showed that the maximum rail uplift force of Type II was slightly larger than Type I. In general, these results of both types of tracks satisfied the acceptance criteria and guarantee the riding comfort of the train. * Both types of tracks used the same kind of rail (KR 60 type). When applied to the conventional trainset, the rail bottom stress of Type I is 1.24 times larger than Type II, especially at the transition zone between the ballasted track and slab track. The main cause was that Type II had the stiffer elastic devices, and the distance of these devices was closer than Type I. However, the result of stress in both types of the track was smaller than the allowable stress (90 MPa). * According to the Japanese standard for displacement limit of structure in railway application, the rail displacement must be smaller than 3 mm. From the results, the maximum rail relative displacement of Type I was 3 times higher than Type II. When the train was operating at the connection zone between ballasted track and slab track, the rail deflection of Type I rose 4.2 times higher than Type II. This means the elasticity of the supporting device has a huge effect on rail displacement. * Finally, instead of using steel bars to connect the slab panels, the trainload was transmitted by the KR-60 rail. The step and inclination as well as the load transfer efficiency (LTE) between 20 slab panels were evaluated. As can be seen from the results, the step was smaller than the standard (2 mm), and the maximum inclination of the rail at the 75 mm distance of slabs was 1.07% for Type I and 0.53% for Type II, which met the requirement of the standard for riding comfort (2.5%) and running safety (2.0%) in Japan.