To improve the adaptability of the track and the long-span cable-stayed bridge, an elastic cushion is introduced to the track on the bridge. According to the existing research, it is advantageous to apply elastic cushion on the track on the bridge. [PERSON] [14] showed that elastic cushion can effectively coordinate the interlayer deformation of the track structure and significantly reduce the dynamic response of the base. [PERSON] et al. [15] pointed out that the fatigue life of the slab can be effectively improved by increasing the stiffness of the elastic cushion. [PERSON] [16] pointed out that under temperature load, geotextile between layers of the track structure on the cable-stayed bridge is more disadvantageous than the setting of elastic cushion, and the phenomenon of interlayer splitting and emptying occurs in some areas. [PERSON] et al. [17] conducted a full-scale fatigue test on CRTS III slab track on a long-span bridge and found that the track would not crack when the elastic vibration isolation layer was laid. In the research on seamless track on cable-stayed bridges, [PERSON] et al. [18] established the finite element model of a long-span cable-stayed bridge, and the research shows that installing REJ on a long-span cable-stayed bridge can significantly reduce the longitudinal force of rail. [PERSON] et al. [19] established a spatial finite element model for a 1092 m main span suspension bridge based on the bridge-track interaction theory and put forward a specific correction method to keep the rail in a zero-stress state when just laid. [PERSON] et al. [20] described the evolution process of the track-bridge interaction model from the simplest elastic bar and linear longitudinal resistance model to the complex beam-rail interaction model considering the loading history. In the research on the dynamic response of ballastless tracks on bridges, [PERSON] et al. [21] studied the dynamic performance of tracks on long-span cable-stayed bridges under different train loads. [PERSON] et al. [22] presented a random dynamic analysis of a high-speed train moving over a long-span cable-stayed bridge. [PERSON] and [PERSON] [23] aimed to investigate the longitudinal vibration and vibration reduction in a cable-stayed bridge under vehicular loads with an emphasis on longitudinal resonance. [PERSON] et al. [24] established a finite element model (FEM) according to the design documents of a long-span rail-cum-road cable-stayed bridge and analyzed the dynamic response of the cable under the train loads based on the FEM and numerical model. In summary, in China, the engineering practice of laying ballastless tracks on large-span cable-stayed bridges is relatively scarce. Within the limited engineering context, scholars have obtained research findings in areas such as statistics and dynamics through their professional expertise. Ballastless tracks on bridges often use the CRTS III slab track or CRTS I double-block ballastless track. To improve the adaptability between the bridge and the ballastless track structure, the geotextile isolation layer is replaced with an elastic cushion layer when laying the ballastless track on the cable-stayed bridge with a main span of more than 300 m. However, based on site laying experience, the rubber elastic cushion will age under the influence of the external environment [25]. Laying elastic cushions on track on long-span cable-stayed bridges may face maintenance problems and incur huge economic costs. The geotextile has good acid, alkali resistance, and wear resistance [26], and it is also low-cost and easy to construct. The first challenge we face is whether cable-stayed bridges with a main span of over 300 m can use a geotextile isolation layer. At present, there is no engineering example of a ballastless track laying geotextile on a large-span cable-stayed bridge over 300 m. This is also the difference between the research background of this paper and other papers.