# Load Transfer Efficiency Based on Structural Deflection Assessment of the Precast Floating Track
## 6 Conclusions  
We developed and designed a new type of precast floating slab track structure, which differs from conventional track structures. The main purpose of this type of track is to reduce the ground-borne noise and vibration generated from the vehicle-track interaction. As part of this study, the floating track was assessed using experimental methods, and this type of track were simulated by using MIDAS Civil 2019--a finite element analysis to calculate the structural performance base on the beam on elastic foundation theory. Moreover, before operating the train, a precast floating track structure was assembled after installing the slab panel with the anti-vibration devices, which were manufactured in a factory and mounted on a continuous rail using a fastening device. As the train passed through, we determined that the track structure behavior was similar to the structural  
Figure 14: Load-displacement results of assembly test and finite element analysis (Load Case II), (**a**) vertical displacement of the right rail (mm), and (**b**) vertical displacement of the panel (mm). \begin{table}
\begin{tabular}{c c c c} \hline \hline \multirow{2}{*}{**Structures**} & \multicolumn{2}{c}{**Average Load Transfer Efficiency (\%)**} & \multicolumn{1}{c}{
\begin{tabular}{c} FFA \\ Experiment \\ \end{tabular} } \\ \cline{2-4}  & **Experiment** & **FEA** & \\ \hline Rail & 99.24 & 99.83 & 1.01 \\ Panel & 98.90 & 99.13 & 1.01 \\ \hline \hline \end{tabular}
\end{table} 
Table 8: Comparison of average LTE. assembly test. After testing and comparing with the results of the FEA, the following conclusions were drawn. First, the measured vertical deflection of the rails and the panels of the structural assembly of the test specimen composed of the three-panel, satisfied the requirements of the track (rail relative displacement \(\leq\) 3 mm). Therefore, the design can be considered sufficiently safe. The performance of the track was verified through experimental loading tests. Both the center point and end points of the three panels, which were joined by a rail, exhibited vertical rail deflections satisfied the requirements. The average panel vertical displacement of three-panel by FEM program was 1.2 times greater than the result from assembly test. Meanwhile, the maximum rail displacement from FEA was roughly 1.1 times larger than from the test. Therefore, the train loads were distributed to the adjacent precast floating track through the continuous rail. The reason of these differences can be explained that the average supported stiffness from experimental results was larger than FEA results. Moreover, when applying the assembly test, errors might be occurred that could lead to these differences. Instead of steel plate or steel bar as the dowel joints, the loads were transmitted directly between the slab panels by continuous rail (60 K rail). When trainloads were applied to the rails, a difference in the rail displacement (step difference) and the LTE was measured at the end of the panels. From these results, we found that a step difference in the rails and panels was within the standard limit (2 mm), and the structure was secure during train operations. In addition, the average LTE of the rails was 99.24%, and the panel was 98.90% when measured during train operations. So, this precast floating slab track can secure the trainloads which were sufficiently transmitted through the structures. Conceptualization, L.V. ; methodology, L.V. and Y.S.K. ; software, L.V. ; validation, L.V. and Y.S.K. ; formal analysis, L.V. ; investigation, L.V. ; resources, L.V. and Y.S.K. ; data curation, L.V. ; writing--original draft preparation, L.V. ; writing--review and editing, L.V. and Y.S.K. ; visualization, L.V. and Y.S.K. ; supervision, Y.S.K. ; project administration, Y.S.K. ; funding acquisition Y.S.K. All authors have read and agreed to the published version of the manuscript. This research was funded by the railway technology research project (19 RTRP-C148760-02) by the Korea Agency for Infrastructure Technology Advancement.