Acta Polytechnica


DOI:10.14311/AP.2020.60.0243
Acta Polytechnica 60(3):243–251, 2020 © Czech Technical University in Prague, 2020

available online at https://ojs.cvut.cz/ojs/index.php/ap

TESTING THE SUITABILITY OF THE EXTRUDED
POLYSTYRENE (STYRODUR) APPLICATION IN THE TRACK

SUBSTRUCTURE

Libor Ižvolt, Peter Dobeš∗, Martin Mečár

University of Žilina, Faculty of Civil Engineering, Department of Railway Engineering and Track Management,
Univerzitná 8215/1, 010 26 Žilina, Slovakia

∗ corresponding author: peter.dobes@uniza.sk

Abstract. Extruded polystyrene (XPS) and its excellent thermal insulation properties have been
known for over 60 years. Due to its thermal, mechanical, but also deformation properties, XPS has
a universal application, not only in the construction industry. This paper presents the results of the
first series of experimental measurements of the deformation resistance of the sub-ballast layers with a
built-in XPS thermal insulation layer and the sub-ballast layers with a standard structure (crushed
aggregate sub-ballast layer). The aim of the first series of experimental measurements was to determine
the impact of placing the XPS layer at the subgrade surface level (deformation resistance of subgrade
surface E0 = approx. 10 MPa or 30 MPa) on the deformation resistance of the sub-ballast layers and
then to determine the necessary thickness of the sub-ballast layer in relation to the required deformation
resistance at the sub-ballast upper surface. Experimental measurements carried out so far show that the
application of XPS boards in the sub-ballast layers has almost no or minimal effect on its deformation
resistance. Since XPS boards have significantly better thermal technical properties compared to crushed
aggregate, considerable savings of this material can be achieved in areas with unfavorable climatic
conditions (high values of air frost index).

Keywords: Railway track, track substructure, extruded polystyrene, static load tests, deformation
resistance.

1. Introduction
An important prerequisite for a quality design of the
railway track structure, determined by the require-
ments for high-quality track layout and geometry, is
its sufficient resistance to traffic and non-traffic loads.
The track substructure must have the ability to receive
a defined long-term traffic load from the track skele-
ton and non-traffic load (effects of climatic influences)
without harmful deformations during the whole year.
It can exhibit these properties only if it is designed
with sufficient dimensions and built from quality build-
ing materials of the required characteristics, which
guarantee adequate resistance to individual impacts
of traffic (static and dynamic) and non-traffic (water
or snow and frost) load [1].
At present, in the design of the railway track con-

struction, it is necessary to consider not only high-
quality building materials of the required physical-
mechanical and thermal-insulating properties but also
to take into account the economic costs and environ-
mental impact of these building materials. Partial or
complete replacement of conventional building mate-
rials by materials with better thermal-technical prop-
erties (low water absorption and hence low thermal
conductivity), but also suitable physical-mechanical
properties (high permeability and low humidity, suit-
able grain size and high deformation resistance) results
in a thickness reduction of the structural sub-ballast

layers. In this way, it also decreases the amount of
standard building materials for the establishment of
the sub-ballast layer (currently mostly crushed ag-
gregate), or it can possibly save financial resources
for the installation of a sufficiently deformable and
heat-insulating track substructure.
One of the thermal insulating materials that can

be applied in the structural composition of the sub-
ballast layers is extruded polystyrene (XPS). The first
polystyrene was made from natural resin by German
physician Eduard Simon in 1839, but almost a century
later, German organic chemist Hermann Staudinger
realized that the isolated chemical was, in fact, a
plastic polymer composed of long chains of styrene
molecules, of which the name polystyrene was born.
In 1937, polystyrene was introduced by Dow Chem-
ical Co. to the US market for commercial purposes
under the Styrofoam (EPS) brand. In 1953, Herman
Staudinger was awarded the Nobel Prize for Chem-
istry, specifically for a research of polymers. The
best-known form of expanded polystyrene packaging
(XPS) was launched one year later (1954) [2]. In Eu-
rope, specifically in Austria, production of EPS under
the Styropor trademark began in 1953. In 1990, pro-
duction was expanded to include the XPS production,
until then, the XPS was imported into Austria [3].
Abroad, thermal insulation materials such as EPS

or XPS are applied to the railway track with the
conventional type of railway superstructure (gravel su-

243

https://doi.org/10.14311/AP.2020.60.0243
https://ojs.cvut.cz/ojs/index.php/ap


L. Ižvolt, P. Dobeš, M. Mečár Acta Polytechnica

perstructure), mostly at the sub-ballast upper surface,
i.e. directly below the track ballast layer [4–6], or
below the ballastless track structure [7, 8], in the case
of unconventional railway superstructure. Placing the
XPS at the bottom of sub-ballast layers has several
drawbacks, namely:
• it must withstand significant traffic loads,
• it is worn due to a considerable contact stress with
the ballast bed material,

• the track substructure may freeze from the side,
especially in the case of a railway line in the em-
bankment.
The authors’ workplace - the Department of Rail-

way Engineering and Track Management (DRETM)
has been long involved in monitoring the impact of var-
ious building materials (gravel, liapor-concrete, foam
concrete, styrodur) built in the sub-ballast layers to
improve their thermal-technical [9] and deformation
characteristics [10–12]. Due to the aforementioned
disadvantages of placing the XPS on the sub-ballast
layers, the experimental workplace at DRETM started
to test placing the XPS on the subgrade surface level.
This level is particularly weak in the case of a sub-
grade surface consisting of fine-grained soils, it is the
weakest link in the entire track substructure with the
conventional track superstructure, not only in relation
to traffic but also the non-traffic load.

The aim of the first series of experimental measure-
ments was to determine the impact of placing the
XPS layer at the subgrade surface level (deformation
resistance of subgrade surface E0 =approx. 10 MPa
or 30 MPa) on the deformation resistance of the sub-
ballast layers and then to determine the necessary
thickness of the sub-ballast layer in relation to the re-
quired deformation resistance at the sub-ballast upper
surface.

2. Characteristics of structures
and methodology of the
experimental measurements

This part of the paper presents the properties of the
tested structures and the test methods for the verifi-
cation of the deformation resistance of the sub-ballast
layers with the built-in layer of extruded polystyrene
(XPS), or without the XPS layer.

2.1. Characteristics of the tested
structures

The extruded polystyrene (XPS) is produced from
materials similar to the EPS but by a process known
as extrusion. This is a manufacturing process in which
the melt of crystalline polystyrene is extruded while
the foaming agent is saturated. By releasing the
pressure at the end of the extrusion tube, the material
is filled, which then forms the insulating boards. Thus,
the XPS manufacturing process has a major influence
on its properties which are relatively different from

other types of polystyrene. Extruded polystyrene is
also produced with a modified edge when a half-groove
is applied on the edge of the board. Thanks to this,
the adjoining boards can be connected more easily
and the heat loss of the structure in which they are
built can be reduced.
In the construction industry, the extruded

polystyrene is mostly used in the form of thermal insu-
lation boards. Compared to other types of polystyrene
boards, the mechanical resistance of the XPS is many
times higher, it can withstand loads of 300 kPa or
more. Because the XPS exhibits a high impact and
pressure resistance, it is used to isolate the areas that
must withstand high compressive loads as well as me-
chanical loads. It is also important that, in addition
to the conventional load, the XPS is resistant to wa-
ter, mold, rodents, etc. Since XPS is also resistant to
rotting and, compared to the conventional EPS, it has
completely closed pores [13], so its application can be
very suitable at points of contact with soil thanks to
a good thermal insulation.

For the purpose of monitoring the impact of various
thermal insulation materials in the track structure on
its thermal regime and also deformation resistance, the
DRETM experimental workplace [9] was built on the
campus of the University of Žilina (UNIZA). One part
of this experimental workplace is also an experimental
field (Fig. 1), which serves to test the deformation
characteristics of the structural sub-ballast layers.
The experimental field in question consists of two

segments (A, B), where Segment A represents the
standard track substructure (0/31.5 mm crushed ag-
gregate sub-ballast layer) and the Segment B repre-
sents the modified track substructure (crushed ag-
gregate sub-ballast layer, fr. 0/31.5 mm + extruded
polystyrene boards placed on the subgrade surface on
the leveling sand layer).

Experimental measurements of the deformation re-
sistance of the sub-ballast layers were performed in two
stages. In the first stage of measurements, both seg-
ments of the experimental field were characterized by
a lower deformation resistance of the subgrade surface,
whose static deformation modulus E0 = 10 ± 2 MPa.
In the second stage of measurements, the deformation
resistance of the subgrade surface was increased by its
modification (grain change) - mechanical stabilisation.
The deformation resistance of the modified subgrade
surface reached the value of the static modulus of
deformation E0,mod = 30 ± 2 MPa in both segments
of the experimental field, which coincidentally is the
required value of the deformation resistance of the
subgrade surface on existing lines for SZ4 speed zone
(120 km·h−1 < V ≤ 160 km·h−1) according to [14].
In both construction cases, the Geofiltex 63/20 T sep-
arating geotextile was placed on the subgrade surface
or the modified subgrade surface.
In segment B, 30 mm thick sheets of extruded

polystyrene (STYRODUR 2800 C - 8 pieces with
dimensions 1250 × 600 mm) laid on the 50 mm thick

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Figure 1. Experimental field – 1st stage of experimental measurements.

 

Figure 2. Experimental field – 2nd stage of experimental measurements.

245



L. Ižvolt, P. Dobeš, M. Mečár Acta Polytechnica

Figure 3. Static plate load test equipment [15].

sand leveling layer, were applied. In both phases of
experimental measurements and for both segments,
the sub-ballast layer was established from the crushed
aggregate fr. 0/31.5 mm, which was compacted with
the aid of a vibration plate in such a technological way
that its construction thicknesses of 150 mm, 300 mm
and 450 mm were gradually achieved.

The structural composition of the experimental field
with segments A and B, with the location of the
performed static load tests, are demonstrated in Fig. 1
and Fig. 2.

2.2. Characteristics of determining the
deformation resistance of
sub-ballast layers

The determination of the deformation resistance
(static modulus of deformation) of the tested struc-
tural composition of the sub-ballast layers was con-
ducted within the experimental measurements using
the static plate load test equipment at the DRETM
experimental field (Fig. 3).

The static plate load tests (PLT) at the sub-ballast
upper surface of the experimental field (Segment A
and Segment B) were performed according to the
methodology outlined in the directive [16]. In the
process of performing the individual static load tests,
a rigid circular plate of 300 mm diameter was pressed
in two load cycles. The maximum contact stress used
was 0.20 MPa for both load cycles (standard stress
used on the Slovak Railways lines for the sub-ballast
layers). The measured variable was the static modulus
of deformation Esi, which was determined separately
from the first and second load cycle. According to
the methodology presented in [16], the value of the
modulus of deformation obtained from the second
load cycle is always decisive. The compaction quality
of the material incorporated into the structural layer
is expressed according to [17] from the ratio of the
deformation moduli determined in the first and second
load cycle (Edef 2/Edef 1).
The static modulus of deformation Esi was deter-

mined according to the relation:

Esi =
1.5 · p · r

y
(1)

where: Esi - static modulus of deformation of the ith
structural layer, (MPa); p - specific pressure applied

to the plate, (MPa); r - radius of the load plate, (m);
y - the total average settlement of the load plate
determined in the second cycle, (m).

The measurement of the values of static modulus of
deformation Esi at the level of individual structural
layers of the tested structures was carried out in both
stages of experimental measurements at the subgrade
surface level, or a modified subgrade surface level,
at the level of XPS boards and subsequently at the
level of each partial structural layer of the sub-ballast
layers.
For each construction layer of Segment A or Seg-

ment B of the experimental field, a series of 4 static
plate load tests was performed, always at the same
location indicated as the measurement point Mi. Mea-
surement points M 1 to M 4 (see Fig. 1) are located
in the Segment A of the experimental field (non-XPS
segment in the sub-ballast layers) and the measure-
ment points M 5 to M 8 are located in Segment B (a
segment with XPS embedded in the sub-ballast layers)
(see Fig. 2).

3. Results of experimental
measurements

Fig. 4 shows the measured values of the static modu-
lus of deformation Esi at the level of the individual
sub-ballast layers of the experimental field for both
segments within the 1st stage (lower deformation resis-
tance/bearing capacity of the subgrade surface). Fig. 4
demonstrates a gradual increase in the deformation
resistance of the sub-ballast layers as the thickness of
the sub-ballast layer increases. It is also evident that
the XPS boards placed on a leveling layer of sand and
a low deformation subgrade surface (E0 = 10 ± 2 MPa)
had a minimal effect on the resulting (equivalent) de-
formation resistance of the sub-ballast layers (at the
level of sub-ballast layers) of the tested structure in
the experimental field.

Fig. 5 shows the measured values of the static mod-
ulus of deformation Es at the level of the individual
sub-ballast layers of the experimental field for both
segments within the 2nd stage. In this case, a higher
value of deformation resistance (E0,mod = 30 ± 2 MPa)
was achieved at the level of the modified subgrade
surface. Fig. 5 also demonstrates that the extruded
polystyrene boards placed on the leveling layer of
sand caused a decrease in the deformation resistance
of about 7 to 8 MPa, as compared to the values ob-
tained for a modified subgrade surface. Consequently,
this decrease of the deformation resistance also had
an impact on the achieved partial or total deforma-
tion resistance of the tested sub-ballast layers. Since
the decrease of the deformation resistance determined
on the surface of extruded polystyrene boards was
observed only in the case of the modified subgrade
surface, it is possible to assume that, in this case,
the extruded polystyrene board material occurred
between two solid surfaces (a deformation-resistant
subgrade surface and a circular plate of the static load

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vol. 60 no. 3/2020 Testing the suitability of the extruded polystyrene. . .

                                   

 

                                      

 

 

 

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Figure 4. Measured values of static modulus of deformation Esi on the surface of individual structural sub-ballast
layers - 1st stage (lower deformation resistance of the subgrade surface).

equipment) and became more compressed. (In the
case of the low deformation resistance of subgrade
surface, the difference between the static modulus of
deformation determined on the surface of the subgrade
surface and extruded polystyrene was minimal.) In
the case of a low deformation-resistant subgrade sur-
face, the boards of extruded polystyrene were likely to
be deformed at the same time as the subsoil on which
they were laid, and therefore there was no significant
compression.
It can be assumed that once the maximum com-

pression of the extruded polystyrene boards in the
sub-ballast layers due to operational load of the track
(the weight of the overlaying construction layers includ-
ing the track skeleton and trains) has been achieved,
the impact of the XPS boards on the deformation
resistance of sub-ballast layers will also be minimal.
The compaction of the individual crushed aggregate
layers was performed by a vibration plate, and the
achieved values of compaction (the ratio between the

achieved value of the static modulus of deformation
in the 1st and 2nd load cycles) ranged from 1.4 to
1.8. These values are satisfactory since the maximum
permissible value for the coarse-grained material ac-
cording to [17] is 2.6. The compaction values at the
subgrade surface level formed by the fine-grained ma-
terial were in the range of 2.0 to 2.3. These values are
also satisfactory since the maximum permissible value
for the fine-grained material according to [17] is 2.5.

Fig. 6 shows the dependence of the sub-ballast layer
thickness tsbl on the required value of the static defor-
mation modulus Esi of the sub-ballast upper surface
(Esbl) for the standard sub-ballast layers (sub-ballast
layer formed only by crushed aggregate) with low
deformation-resistant subgrade surface E0 =approx.
10 MPa. In the case of an existing line located in the
SZ4 speed zone (120 km·h−1 < V ≤ 160 km·h−1), in
order to achieve the required static modulus of defor-
mation of the sub-ballast upper surface Esbl ≥ 50 MPa
it would be necessary to design the sub-ballast layer

247



L. Ižvolt, P. Dobeš, M. Mečár Acta Polytechnica

                                   

 

                                     

 

 

 

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M 1 
M 2 

M 3 
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M 8 

M 6 

M 7 

M 5 

Segment A 

Segment B 

Figure 5. Measured values of static modulus of deformation Esi on the surface of individual structural sub-ballast
layers - 2nd stage (higher deformation resistance of the subgrade surface).

400 mm thick. However, the same thickness of the
sub-ballast layer would also have to be designed in
the case of the modified structural composition of the
sub-ballast layers. Here, in addition to the sub-ballast
layer of crushed aggregate, the tested structure con-
tains the XPS boards placed on the sand leveling layer
(Fig. 7).

Fig. 8 shows the dependence of the thickness of the
crushed aggregate sub-ballast layer on the required
value of the static deformation modulus Esi of the
sub-ballast upper surface (Esbl) for the standard struc-
ture of sub-ballast layers (sub-ballast layer of crushed
aggregate only) and higher deformation resistance of
the subgrade surface E0 =approx. 30 MPa. In the
case of an existing line located in the SZ4 speed zone
(120 km·h−1 < V ≤ 160 km·h−1), in order to achieve
the required static modulus of deformation of the
sub-ballast upper surface Esbl ≥ 50 MPa, it would be
necessary to design the sub-ballast layer only 200 mm
thick. In the case of designing a modified structural

composition of the sub-ballast layers (sub-ballast layer
consisting of crushed aggregate and XPS boards), it
would be desirable to design the sub-ballast layer of a
construction thickness greater than 100 mm (Fig. 9).

4. Conclusions
Within the research of the Department of Railway En-
gineering and Track Management at the University of
Žilina, a series of experimental measurements related
to the assessment of the suitability of the applica-
tion of XPS boards in the track substructure with
the conventional superstructure (gravel superstruc-
ture) coacting with the sub-ballast layer of crushed
aggregate fr. 0/31.5 mm were conducted.
The experimental test field was divided into Seg-

ment A (standard structure of sub-ballast layers,
i.e. the sub-ballast layer of crushed aggregate) and
Segment B (modified structure of sub-ballast layers,
i.e. sub-ballast layer of crushed aggregate and XPS

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vol. 60 no. 3/2020 Testing the suitability of the extruded polystyrene. . .

Figure 6. Dependence of the sub-ballast layer thickness tsbl on the required value of the static modulus of deformation
Es (standard structure of sub-ballast layers, low deformation resistance of the subgrade surface - approx. 10 MPa).

Figure 7. Dependence of the sub-ballast layer thickness tsbl on the required value of the static modulus of deformation
Es (structure of sub-ballast layers with built-in XPS boards, low deformation resistance of the subgrade surface -
approx. 10 MPa).

249



L. Ižvolt, P. Dobeš, M. Mečár Acta Polytechnica

Figure 8. Dependence of the sub-ballast layer thickness tsbl on the required value of the static modulus of
deformation Es (standard structure of sub-ballast layers, higher deformation resistance of the subgrade surface -
approx. 30 MPa).

Figure 9. Dependence of the sub-ballast layer thickness tsbl on the required value of the static modulus of deformation
Es (structure of sub-ballast layers with built-in XPS boards, higher deformation resistance of the subgrade surface -
approx. 30 MPa).

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vol. 60 no. 3/2020 Testing the suitability of the extruded polystyrene. . .

boards). The impact of the built-in XPS boards on
the deformation resistance of sub-ballast layers is ap-
parent from Fig. 4 to Fig. 9.
Fig. 4, or Fig. 6 and Fig. 7 demonstrate that the

application of the XPS boards in the sub-ballast layers
has almost no effect on its deformation resistance
in the case of a low deformation-resistant subgrade
surface (E0 = 10 ± 2 MPa).
In the case of a more deformation-resistant sub-

grade surface (E0,mod = 30 ± 2 MPa), the XPS boards
in the sub-ballast layers cause a decrease in its de-
formation resistance, but it is assumed that after
reaching the maximum compression of XPS boards
caused by an operational load on the track (the weight
of the overlaying structural layers including the track
skeleton and the trains), their impact on the deforma-
tion resistance of sub-ballast layers will be negligible
(Fig. 5, Fig. 8 and Fig. 9). Since the XPS boards
have significantly better thermal technical properties
compared to crushed aggregate (especially the ther-
mal conductivity value, which is 50 times lower [18]),
considerable savings of this material can be achieved
in areas with unfavorable climatic conditions (high
values of air frost index). A comparison of standard
and modified structure of sub-ballast layer’s design
for other cases of deformation resistance of subgrade
surface (E0 = 20 MPa or 40 MPa - the second series
of experimental measurements), for cyclic loading of
sub-ballast layers and from the point of view of the
non-traffic load will be subject to further experimental
research at DRETM.

Acknowledgements
The presented results are partial results of solving the
VEGA grant project 1/0084/20 “Numerical and experi-
mental analysis of transition areas of objects of structures
of railway superstructures and objects of formation sub-
structure”.

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	Acta Polytechnica 60(3):243–251, 2020
	1 Introduction
	2 Characteristics of structures and methodology of the experimental measurements
	2.1 Characteristics of the tested structures
	2.2 Characteristics of determining the deformation resistance of sub-ballast layers

	3 Results of experimental measurements
	4 Conclusions
	Acknowledgements
	References