Degradation of railway track geometry – Correlation between track stiffness gradient and differential settlement

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Fältnamn	Indikatorer	Metadata
000		04084naa a2200457 4500
001		oai:research.chalmers.se:e449c20d-3801-461f-8677-503ade4d4373
003		SwePub
008		191022s2020 \| \|\|\|\|\|\|\|\|\|\|\|000 \|\|eng\|
024	7	a https://research.chalmers.se/publication/5132292 URI
024	7	a https://research.chalmers.se/publication/5209552 URI
024	7	a https://doi.org/10.1177/09544097188195812 DOI
040		a (SwePub)cth
041		a engb eng
042		9 SwePub
072	7	a art2 swepub-publicationtype
072	7	a ref2 swepub-contenttype
100	1	a Nielsen, Jens,d 1963u Chalmers tekniska högskola,Chalmers University of Technology4 aut0 (Swepub:cth)jeni
245	1 0	a Degradation of railway track geometry – Correlation between track stiffness gradient and differential settlement
264		c 2018-12-26
264	1	b SAGE Publications,c 2020
520		a Based on the track geometry car recordings performed from 1999 to 2016 on a section of the Swedish heavy haul line Malmbanan, the vertical track geometry degradation is analysed for wavelengths in the interval 1–25 m. The upper layer of the subgrade on parts of the rail section is peat (depths of up to 2 m), while it is moraine on others leading to a significant longitudinal variation in substructure stiffness. The degradation rates of irregularities in the longitudinal level and the influence of track maintenance (tamping) on the track geometry are studied. In parallel, a method for continuous measurement of track vertical stiffness along the line, allowing for the detection of track sections with poor support conditions, is described and demonstrated. Synchronised measurements of the longitudinal level and the track vertical stiffness are evaluated to determine whether there is a correlation between a high stiffness gradient due to variations in substructure stiffness and a high growth rate of local track geometry irregularities. It is shown that recurrent severe local track geometry irregularities often occur on track sections where there is a combination of a low magnitude and a high gradient in the substructure stiffness. In such cases, tamping may not be a cost-efficient long-term solution to the problem. Instead, upgrading of ballast and subgrade layers should be considered as an option. It is concluded that measurement of track vertical stiffness is an efficient method for the maintenance planning of a more robust railway track, which also minimises the life cycle cost and environmental footprint.
650	7	a TEKNIK OCH TEKNOLOGIERx Samhällsbyggnadsteknikx Infrastrukturteknik0 (SwePub)201042 hsv//swe
650	7	a ENGINEERING AND TECHNOLOGYx Civil Engineeringx Infrastructure Engineering0 (SwePub)201042 hsv//eng
650	7	a TEKNIK OCH TEKNOLOGIERx Maskinteknikx Farkostteknik0 (SwePub)203032 hsv//swe
650	7	a ENGINEERING AND TECHNOLOGYx Mechanical Engineeringx Vehicle Engineering0 (SwePub)203032 hsv//eng
650	7	a TEKNIK OCH TEKNOLOGIERx Elektroteknik och elektronikx Signalbehandling0 (SwePub)202052 hsv//swe
650	7	a ENGINEERING AND TECHNOLOGYx Electrical Engineering, Electronic Engineering, Information Engineeringx Signal Processing0 (SwePub)202052 hsv//eng
653		a Maintenance planning
653		a stiffness gradient
653		a tamping
653		a track geometry degradation
653		a track stiffness measurement
700	1	a Berggren, Eric G.4 aut
700	1	a Hammar, Andersu Trafikverket,The Swedish Transport Administration4 aut
700	1	a Jansson, Fredriku Trafikverket,The Swedish Transport Administration4 aut
700	1	a Bolmsvik, Rikard4 aut
710	2	a Chalmers tekniska högskolab Trafikverket4 org
773	0	t Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transitd : SAGE Publicationsg 234:1, s. 108-119q 234:1<108-119x 0954-4097x 2041-3017
856	4 8	u https://research.chalmers.se/publication/513229
856	4 8	u https://research.chalmers.se/publication/520955
856	4 8	u https://doi.org/10.1177/0954409718819581

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Av författaren/redakt...: Nielsen, Jens, 1 ...; Berggren, Eric G ...; Hammar, Anders; Jansson, Fredrik; Bolmsvik, Rikard

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