The Track System
and Its Maintenance
In recent years, the track system has benefited from considerable technical
advances, with the object of achieving the highest maintenance standards.
A considerable volume of experience has been derived, relating to the demands
on the track structure and its technical behaviour, and to the elimination of
sources of failure of the track system, and this article discusses the most
important issues.
The Optimised Track System
The whole life cost of a track installation is
driven by three basic parameters, which
have a mutual interdependence [1]:
Infrastructure
Low maintenance cost and less frequent
maintenance intervention work can be
achieved by a correspondingly higher first
cost of the infrastructure elements.
Vehicles
Forces exerted on the track by passing
vehicles have a very significant effect on
the rate of deterioration of track quality.
The operational pattern on the route and
the characteristics of the rolling stock
therefore have a considerable influence on
the volume and cost of maintenance work
that is necessary.
Infrastructure Maintenance Costs
The rate of deterioration of track quality is
driven by the form of construction and
method of maintenance work, and of
Univ.-Doz. Dr.
Bernhard Lichtberger
Address: Fa. Franz Plasser, Forschungs-
und Versuchsabteilung, A-Linz
E-mail: lichtberger@plassertheurer.co.at
14_22_Lichtberger_RTM.indd 14
course the design of the individual track
components and the complete track
system; and also by the degree of
technical sophistication of track
maintenance machines in use.
As a result, the process of optimising the
infrastructure, vehicle type, and
maintenance strategy to achieve the goal
of lowest possible total cost over the
whole life cycle, can only succeed by
examining the three variables
simultaneously.
Fig. 1 shows the interaction between the
track and the rolling stock. Irregularities
in the wheel treads, the application of
traction and braking forces, and the general
behaviour of the vehicle affect the track
structure by the effect of static and
dynamic forces. Geometrical imperfections
in the track, irregularities in the running
surface of the rails, gauge variations etc
induce corresponding reaction forces in the
vehicles. The rate of deterioration of the
track quality depends on those forces, and
on the track structure type, the method
adopted for the original installation and any
renovation work, and the track maintenance
14
Special (2007)
work, as well as the technical performance
of the maintenance machines.
There is also a functional relationship
between the quality of the rolling stock and
the maintenance regime. Any maintenance
process must be appropriate for the effect
of the load forces operating on the track,
leading to the selection of the right track
maintenance machines for the
circumstances. The choice of method and
machine type has a considerable influence
on maintainability.
Function of the Track
The track must:
쑱 Carry vehicles without risk of derailment
쑱 Accept vertical and horizontal forces
from vehicles
쑱 Conduct these forces through the track
structure and the ballast bed into the
subgrade
쑱 Ensure good travelling comfort
쑱 Deliver a high level of operational
availability
Fig. 1:
Optimum of cost –
relation between track,
rolling stock and
maintenance of track
04.07.2007 14:43:28 Uhr
 The Track System and Its Maintenance
Fig. 2: Pressure distribution of the wheel force Q in the individual system components of the track
A railway vehicle wheel transmits vertical
and horizontal forces to the rail. In
addition, continuously welded rails
generate longitudinal forces due to
temperature variations. The track is
affected by quasi-static (low frequency)
and higher frequency components of
dynamic force.
An exact analytical description of the
elastic and plastic behaviour of the track is
difficult because of the non-homogeneous
nature of the ballast bed and the sub-
grade. Empirical evaluation of magnitudes
and dependencies are used, generated as
a result of practical observation.
The magnitude of the forces is a function
of axle load, wheel load variation due to
curvature of the running path, or due to
inequalities in braking and traction effort,
and the impact of wheels which are not
perfectly round or concentric, or which are
out of balance, on a track that itself has
imperfections. The track structure has to
distribute these forces so as to avoid
exceeding the permissible bearing
pressure on the ballast immediately under
the sleepers, and on the sub-grade below
the ballast.
Current understanding of a low-
maintenance track system for a heavily
loaded route consists of the following
elements:
쑱 A heavy rail profile, UIC60
14_22_Lichtberger_RTM.indd 15
쑱 Wear-resistant rail on curves (with head
hardening or by wear-resistant alloy)
쑱 Optimum design of concrete sleepers
in plain line and in switches (sleepers
fitted with resilient sole layers, broad
sleepers, sleeper frames, ladder track
types etc)
쑱 Self-locking elastic rail fastenings
(optimised elasticity and damping effect
is essential)
쑱 Stable ballast bed
쑱 Stable sub-grade free from frost
deformation (using a protective layer
and geotextiles).
Transfer and Distribution of
Forces Through the Track
Fig. 2 indicates the principal action of the
track, namely the distribution of the wheel
load into the sub-grade, which achieves a
reduction of the bearing pressure to a level
within the capacity of the actual materials
present.
So for example a statical wheel load of
110 kN (corresponding to the current
maximum permitted axle load on
European tracks of 22.5 tonne) with
only a 15 kN dynamic force acts on an
elliptical contact area between the
wheel and the rail of about 3 cm2. The
bearing area for transmitting this force
becomes successively larger as it passes
from one element to the next (rail –
baseplate – surface of concrete sleeper –
15
Special (2007)
ballast bed – sub-grade surface) and
the bearing pressure is progressively
reduced to the value that the sub-grade
can accept.
Resistance to Forces
The forces exerted on the track must
be resisted by corresponding reactive
forces: obviously these forces are not only
in the vertical sense, but also longitudinal
(due to braking and traction in the
vehicles) and lateral (due to the effect of
guiding the vehicles’ path). In continuously
welded rail, buckling forces may also be
generated.
Longitudinal Resistance
Variation in rail length (and longitudinal
location) may take place only if the
following resistance forces are overcome:
쑱 Friction in fishplates
쑱 Longitudinal resistance between the
sleepers and the ballast, and
쑱 Push-through resistance between the
rail and the fastening
The fishplate friction is the force that must
be overcome to allow rails to expand in the
fishplate gap.
The longitudinal resistance is the force
generated as the track structure is pushed
bodily through the ballast, along the length
of the track. Ballast stabilisation using the
dynamic track stabiliser (DTS) achieves an
increase in this value of 30 to 50 %.
The push-through resistance is dependent
on the functioning of the fastening
components; a significant factor is the
friction developed between the rail foot
and the baseplate, and this can be
increased by use of a rubber pad (or
other material).
Lateral Resistance (“LTR”)
The value of the lateral resistance
developed is a decisive factor in the
stability of the track against buckling; it is
affected by the following factors:
쑱 Type, weight, dimensions and spacing
of the sleepers
쑱 Particle consolidation of the ballast
쑱 Quantity of ballast between the
sleepers and at the ballast shoulder
쑱 Compaction of the ballast bed
Maintenance operations that disturb the
ballast configuration reduce the lateral
resistance value by 40 to 60 % und
therefore increase the risk of a track
04.07.2007 14:43:35 Uhr
 The Track System and Its Maintenance
Fig. 3: Spatial compaction by the dynamic track stabilising machine
buckle. For this reason slow running is
usually imposed, especially in the case
of continuously welded track, after
maintenance operations that have
disturbed the ballast bed, until normal
stability values have been regenerated.
Once normal values have been restored,
the lateral forces of passing vehicles can
be fully tolerated once again.
Stabilisation Effect of Operational
Loading after Maintenance Work
The track becomes fully stabilised after
the first 0.5 to 2.0 million tonnes of traffic
loading; however the stochastic nature of
the forces imposed by passing trains
results in irregular settlement of the track
structure, leading to variations in
longitudinal level, and track quality in the
(Railpad)
14_22_Lichtberger_RTM.indd 16
earliest phase of operation deteriorates
more rapidly. The settlement takes place
when the individual ballast particles
become rearranged in a more dense
matrix. The particles become wedged
together and the load from passing trains
causes some of the edges to break away,
until a stable situation between the
loading and the force distribution is
achieved.
Dynamic Track Stabilising Machine
The lateral resistance value (LTR) can be
restored to a safe value by the use of a
dynamic track stabilising machine, so that
speed restrictions are unnecessary. Use of
a dynamic track stabilising machine
equates typically to the beneficial effect of
100,000 tones of traffic.
Fig. 4:
Possibilities of
insertion of
elastic elements
16
Special (2007)
The vibrating components of the dynamic
track stabilising machine grasps both
rails with roller clamps and applies a
horizontal oscillation to the track under a
steady vertical load. Extensive experiments
by the TU Graz indicated the optimal
values of the vertical load, frequency,
duration and amplitude. It also
demonstrated that the lateral vibration
has an effect up to seven times more
effective in consolidating the ballast
particles than vertical vibration.
As a result, the dynamic track stabilising
machine produces more consistent
consolidation than the conventional
process relying on train operation, and it
stabilises the ballast in the lateral senses
as well as providing vertical consolidation.
It can be referred to as “patial
consolidation”.
Accordingly improvements to force
distribution take place in all three
dimensions, as shown in Fig. 3 – the
lateral and longitudinal resistances are
both improved. In the vertical sense, it
leads to homogeneous ballast
consolidation and avoidance of sleeper
voiding.
Vibration Damping and
Vibration Isolation
A train standing still imposes wheelset
loadings up to 22.5 tonne and settles a
little into the ground according to the
reactive force. When the same train is in
motion, this deformation moves along with
the train, to the point where the ground
conditions and therefore the elastic
deformation parameters change. As the
train traverses, for example, a level
crossing or a bridge structure, the
stiffness of the support to the track
changes, and this may result in a shock to
the vehicles of the train. The wave form of
deformation of the ground moves along
with the train and shear effects cause the
deformation to spread out to surrounding
ground. In combination with the spring
effect of the vehicle suspensions,
oscillation and vibration are generated.
The higher frequency vibrations introduced
into the track by passing vehicles are the
most significant.
In the case of high speed operation, quasi-
static analysis is inadequate to analyse
the track behaviour, as the whole track
system exhibits a range of resonances in
different frequencies. To avoid track
damage they must be contained within
acceptable limits to avoid track damage by
the careful selection of spring and
damping elements in the system. The
04.07.2007 14:43:37 Uhr
 The Track System and Its Maintenance
Fig. 5: Schematic representation of the course of track quality
desired elastic elements can be installed
by resilient inserts under the sleepers or
under the ballast layer, as shown in Fig. 4.
The elastic elements act in two ways:
Quasi-static
As the forces at the rail support points are
reduced by insertion of the elastic layer,
all the forces and tensions in the system
are correspondingly reduced. Rail tension
increases with the degree of settlement
under load.
Dynamic
The improved resilience of the rails leads
to reduced dynamic wheel-rail forces that
arise from wheel imperfections or rail head
imperfections. This effect increases with
higher operating speed.
The Track System
and Its Defects
The high contact forces, the effect of
wheel slip, and vehicle guidance forces
impose heavy demands on the rails. This
can lead to rail head defects such as
corrugation, wheelslip faults, head checks,
and to excessive sidewear in curves due
to the curving effect of wheels, etc.
The track reacts to the forces imposed by
passing traffic with damage to, or
loosening of fastenings, erosion of the
underside of the sleepers, fouling of the
ballast bed (through the intrusion of fines
from underneath, the abrasion of the
ballast particles and by deposition from
the environment). Inadequate or failed
14_22_Lichtberger_RTM.indd 17
subgrade climbs to high levels. In this
phase, tamping work has no lasting effect
and desired geometrical quality levels
cannot be achieved.
Track Maintenance: Elimination
of Track Irregularities
Like any other industrial installation, the
track requires to be maintained. Track
geometry and the static and dynamic
effects of train operation take their place
along with the results of weathering and
other external factors, such as chemical
action and vegetation. The components of
the track structure are effective for a
particular operational life after which they
need to be replaced or reconditioned.
[mgt] Typical Life Cycles
On a typical intensively operated main line
the following typical service lives apply:
drainage systems or an insufficient ballast
bed also reduce the carrying capacity of Tamping
the track system, as they result in lateral 40 – 70 million tonnes 4 – 5 years
and longitudinal level variations (track Grinding
geometry faults). All these faults can be 20 – 30 mgt 1 – 3 years
eliminated by the use of special track
maintenance machines. Ballast cleaning
150 – 300 mgt 12 – 15 years
Rail renewal
Track Geometry Quality Deterioration 300 – 1000 mgt 10 – 15 years
Timber sleeper
The deterioration process for track renewal
geometrical quality is shown schematically 250 – 600 mgt 20 – 30 years
in Fig. 5. Following acceptable installation Concrete sleeper
tolerances (for desired comfort of travel) renewal
the track is tamped and the standard 350 – 700 mgt 30 – 40 years
deviation of track geometry (taken over a Fastenings
fixed track length of, for example 200 m) 100 – 500 mgt 10 – 30 years
is reduced.
Ballast renewal
200 – 500 mgt 20 – 30 years
A period of rapid exponential growth of
track irregularities immediately starts (not Formation renewal
> 500 mgt > 40 years
indicated in the diagram because of the
exaggerated scale of the x-axis), before it
settles down to a more linear course of On track of the highest category, a work
deterioration. This phase is characterised cycle of up to 8 years is the norm. Ballast
by the breaking off of the sharp edges of cleaning is undertaken only in connection
the ballast particles and the consolidation with other major treatment (on timber
of the particles into a denser layer. sleepered track about every 20 years, on
concrete sleepered track about every
Next the rate of deterioration under vehicle 30 years). The service life of rails is
loading becomes more nearly linear. usually half the service life of the track
Dependant on the operational loading and system (about 10 years): the limiting factor
the construction form of the track, this is not usually that the rail head is fully
linear rate of deterioration eventually worn, but the incidence of metallurgical
changes to an exponential climb. This faults in the running surface. Ballast
takes place principally in the event of renewal normally takes place in connection
ballast cleaning being delayed too long, or with full track relaying (at between 20 and
if ground condition problems are present. 30 years intervals).
As the ballast becomes fouled, it loses its
capacity to distribute loads, so that the The service life of switches is about
pressure under the sleepers and on the 20 years when timber bearers are used
17
Special (2007)
04.07.2007 14:43:38 Uhr

Fig. 6: Overview of track maintenance measures versus track components
and about 30 years for concrete. In cases
of extremely severe loading, the crossings
(US: frogs) may need to be replaced up to
Fig. 7: Monitor image of recorded track geometry
14_22_Lichtberger_RTM.indd 18
The Track System and Its Maintenance
three times a year, but in more normal
conditions a service life of five years is
usual.
18
Special (2007)
Desirable Maintenance Tolerances
and Intervention Levels
If laid down maintenance tolerances are
exceeded, the necessary repair work must
be planned and executed. If the danger
tolerance level is exceeded, then either
restoration work must be immediately
carried out, or a temporary speed
restriction imposed.
Track Maintenance Work Processes
Fig. 6 indicates the work processes
that may be undertaken for maintenance
of the track; the most important
are explained in the following
sections.
Track Condition Assessment,
Analysis and Planning
To enable a proper consideration of the
need for maintenance and selection of the
right process, it is essential to operate a
track-geometry measuring vehicle and
analysis system. It is not only the current
value of the various parameters that is
important, but also their rate of change
with time, between recording runs. This
enables a prediction of the time when
maintenance intervention will be
necessary, as well as other factors.
In recent years, international practice has
moved towards the use of multifunctional
measuring vehicles, so that in the context
of efficient maintenance and work planning,
an inter-disciplinary collaboration between
specialist departments is considered
important. Obviously it also enables
evaluation of important parameters for
those departments with a single recording
run. It also enables any correlations and
interdependencies of separate categories
of defect to be considered.
Fig. 7 shows a typical recording trace from
a measuring vehicle. From left to right the
following parameters are indicated: left and
right longitudinal level, left and right versine
(a measure of curvature), cant
(superelevation), track gauge and twist.
Each of these parameters is checked for
compliance with permitted values, and
according to the category of the route, any
necessary rectification work is identified
and planned. Isolated faults that may
endanger safe operation can be dealt with
as a priority. Such faults must be made
safe either by imposition of a temporary
precautionary speed restriction or
immediately eliminated by appropriate
machine intervention or other process.
Evaluation of such measurement data using
trend indicators enables the achievement of
04.07.2007 14:43:39 Uhr

desired quality and comfort levels by long
term planning of maintenance works.
Rectification of Geometry Defects
Preparation at Site
To achieve the required level of
maintenance over the long term, it is
essential to eliminate all existing and
developing inadequacies in the formation,
ballast and track structure. Successful
completion of the maintenance work
requires thorough preparation at the
worksite, which includes:
쑱 Track geometry measurement, and
calculation and indication of the desired
line and level
쑱 Proper tensioning of rail fastenings
Fig. 8: Lasting lift depending on the lift performed
Fig. 9: Longitudinal-level position of a track section after tamping operations performed at different
moments
14_22_Lichtberger_RTM.indd 19
The Track System and Its Maintenance
쑱 Replacement of damaged or failed
screws, pads, washers and spring clips
쑱 Rectifying of rail joints
쑱 Checking and rectification of anti-creep
devices
쑱 Cleaning of cess paths, shunters’ paths
and drainage
쑱 Elimination of obstacles (such as
cables leading to track circuit
connections, wheel counters etc etc)
쑱 Adding ballast where a significant lift is
contemplated, or where shortages exist
쑱 Replacement of defective rails or sleepers
쑱 Checking and correcting track gauge.
Tamping
The tamping operation restores the track
to the desired geometrical position. If a
19
Special (2007)
large lift is planned, temporary supports
need to be located at intervals under the
track to facilitate good geometry as the
track is lifted.
Conventional tamping machines operate in
cycles: to advance from one sleeper to the
next the entire machine has to accelerate
from standstill. Continuously-operating
tamping machines have the following
advantages:
쑱 Up to 40 % higher work rate
쑱 Lower energy costs, because only
the tamping bank needs to be
accelerated from one sleeper position
to the next, instead of the whole
machine
쑱 Reduced stress on the chassis, the
drive machinery and brakes, leading to
lower wear
쑱 Less noise and vibration generated in
the main part of the machine
쑱 The possibility of integrating other
continuous work processes such
as sleeper regulation and track
stabilisation work into the machine.
If the tips of the tamping tines penetrate
into the subgrade, then the effect of the
tines in the ballast itself is obviously
reduced. If the value of the lift is kept
low, this penetration is correspondingly
limited.
Fig. 8 shows the settlement resulting from
various values of lift. It is evident that with
lifts under 15 to 20 mm no remaining
correction is needed, as the settlement is
equal. However if a lift of, say, 40 mm is
used, the error at the next maintenance
interval will probably exceed 20 mm and
over time the benefit of optimal lift values
will be lost. In such a case an effect
described as “ballast memory” will be
observable. This term signifies that after
maintenance work, the track returns under
traffic to the pattern of geometry almost
exactly the same as before the work
(Fig. 9).
The latest development in track
maintenance machines is the Dynamic
Tamping Express 09-4X, which can tamp
four sleepers simultaneously in each
operating cycle. A dynamic track stabiliser
(DTS) is incorporated in the machine
and gives a stable, safe and long-lasting
track condition. The effect of the track
stabilisation process is typically an
extension of the maintenance cycle
by 30 %.
Rail Defects
Low rolling resistance is one of the
major advantages of railways; this is
achieved by the use of materials with a
04.07.2007 14:43:40 Uhr

Fig. 10: Video imge of a currugated rail and
loose rail fastenings
ver y high modulus of elasticity, which
limits the contact area under high loading
to the size of a fingernail. This advantage
is seen in the high contact pressures –
far above 1000 N/mm2. These ver y high
stresses can lead to plastic deformation
of the rail and the wheel, and this can
result in multiple microcracking of the
sur face region of the part. This effect
occurs especially if tangential forces
(slipping, braking and traction forces) are
in operation as well as the normal force.
Fig. 10 shows a railhead with
corrugations – small repeating waves
in the running sur face.
Correction of Rail Defects
The high loading of rails leads to several
different forms of rail defect, such as
shelling, kidney shaped near-transverse
defects (taches ovales), cracks in the
running surface, head checks, spalling,
squats, corrugation and wheelslip
defects.
Factors leading to serious crack growth are
the combination of high wheel loading,
lateral force (vehicle guidance force) and
longitudinal force. The high stresses
referred to of over 1000 N/mm2 arise
chiefly in the case of very small wheel-rail
contact areas. Fig. 11 shows the so-called
“magic” wear rate. The rail defects are
eliminated by the rail grinding process.
Cracks in the rail head have a tendency to
propagate downwards, and the technique
of preventive grinding involves removal of
these defects so that the service life of
the rail is extended; this repays the first
cost of a highly economically valuable
machine.
This principle of preventive grinding in the
context of the magic wear rate involves rail
14_22_Lichtberger_RTM.indd 20
The Track System and Its Maintenance
Fig. 11: The principle of the so-called magic wear rate
grinding when the head cracks are smaller
than 0.2 mm in size. The grinding process
restores the rail to a crack-free state.
Experience internationally has
demonstrated that even in the most
heavily loaded routes, a service life of over
1000 million tonnes can be achieved. If
higher crack growth is accepted, the rails
need to be exchanged sooner and more
often – obviously incurring higher total
cost.
Ballast Fouling
The ballast becomes dirty as a result
of the splitting and abrasion of the
ballast particles under traffic loading,
material rising from the formation
due to inadequacies in the filter layer,
materials falling from wagons, such as
coal and minerals, and leaf fall and weed
growth. Dirty ballast results in reduced
carrying capacity so that the ballast is
unable to fulfil its function. The fouling
impedes the drainage of surface water,
also a cause of reduced carrying capacity.
Where there are timber sleepers, the
20
Special (2007)
Fig. 12:
Critical quantity of
precipitation depending
on the degree of
contamination
presence of dampness reduces their
service life.
An indicator of fouled ballast is rapid loss
of track geometrical quality after
maintenance work, as the ballast bed is
overloaded. As shown in Fig. 12, a critical
level of fouling is reached when 30 % of
the total consist of fine material – at this
level surface water is prevented from
draining away properly.
Cleaning a Fouled Ballast Bed
To ensure easy drainage of surface water, it
is essential that the clean ballast extends
over the full width of the track. As indicated
in Fig. 13a, cleaning of the shoulder ballast
only enables drainage from the right-hand
side of the track. Under the area of the
sleepers where the ballast has not been
cleaned, water is retained. Critical rainfall
rates that can still be drained successfully
are between 0.5 and 30 mm/h, according
to the degree of ballast fouling. If ballast
cleaning takes place but without adequately
04.07.2007 14:43:41 Uhr
 The Track System and Its Maintenance

cleaning the shoulder area of the ballast,

as shown in Fig. 13b, then dirty ballast
remains in the shoulder area and this
prevents surface water from being properly
conducted to the trackside drainage. In this
instance, the critical rainfall rate is between
1 and 10 mm/h. Only if the cleaning profile
is of the full track width as in Fig. 13c, is
the water allowed to flow immediately into
track drainage and rainfall rates up to
150 mm/h can be dealt with satisfactorily.

Longitudinal Level

Achievement of a smooth, properly graded

base level when ballast cleaning is
essential, as the longitudinal profile of the
track itself can be seen to conform to this
profile, even several years after the work.

Control of the ballast cleaning machine is

Fig. 13: Shapes of cuts
by the excavation chain
a) shoulder cleaning
b) too little excavation
width
c) optimum excavation
width
best achieved by means of automatic
control of the level of the cutter chain,
using electronic measurement apparatus
or laser guidance (Fig. 14). In the past a
guide wire has been used for this purpose,
but its effectiveness is very sensitive to
the skill of the staff using it.

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14_22_Lichtberger_RTM.indd 21 04.07.2007 14:43:46 Uhr

 The Track System and Its Maintenance
Fig. 14: Comparision of manual and laser excavation depth control
Formation Defects
Traffic loadings can lead to overload of the
ground formation under the effects of
weather extremes (precipitation, erosion,
wind), leading to disruption and damage to
the formation level. These show themselves
as irregular settlements under the sleeper
level. These effects can be observed:
쑱 On formations like uniform sand
material, migration of the sand through
the ballast layer up to the level of the
tops of the sleepers, as a result of
ground movement
쑱 On loose, unbound formations, a
loosening of the formation and subsoil
by dynamic loading, which can lead to
cracking and shattering.
쑱 On cohesive formations in wet weather
saturation at the formation level quickly
occurs, and pumping action takes place
under load variation, reaching as far
up as the top of the ballast; pumping
areas (“washy sleepers”) can be seen
where the ballast under the sleepers
subsides, leaving voids. Track geometry
quickly deteriorates in wet weather, and
in dry weather it becomes relatively
stable again
쑱 On binding formations, voids form under
the sleepers due to the load variation
and the arching effect of the ground
between the sleeper positions, and
against the cess area. In wet weather in
these formation types mud is pumped
to the upper surface of the ballast
(Fig. 15). This formation failure takes
place over a long period in wet and dry
weather.
쑱 In clay and silt formations, frost heave
in winter, and in spring melting effects
result in disruption especially at the
edge of the track area
쑱 In the case of uniform sand material,
wind erosion can be experienced,
and in the case of clays cracking in
dry weather, and in rainy weather the
14_22_Lichtberger_RTM.indd 22
formation of springs can take place,
especially in hot climatic areas.
Formation failure shows up very slowly
under light traffic operation, but very quickly
in the case of heavy traffic intensity.
Improving the Carrying Capacity
of Weak Formations
In Europe, formation improvements are
generally carried out by installing a
formation protection layer consisting of a
sand and gravel mixture. The acceptable
bearing pressures on the subgrade must
be adhered to, and the bearing pressure
on the respective elements of the
formation protective layer must be
considered too. The lower the acceptable
bearing pressure on the formation, the
higher must be the share of load
distribution effected by the protection
layer. Installation of a geotextile layer, or
hard foam slabs, and proper arrangements
for drainage complete the necessary
measures. The fabric layer achieves a
considerable beneficial effect, and the
geotextile must be provided as far as the
drainage channel.
Conventional methods of ground treatment
such as bulldozers and other earthmoving
machinery, individual ground consolidation
machines and road lorries often cause
damage to the newly created bearing layer.
In comparison, proven fully automatic
track treatment plant operating within the
area of a single track can create a
formation in exact longitudinal level and
alignment, with a fully consolidated and
graded surface. Among these machine
systems are the PM 200-2R, the SVV 100
and now too the AHM 800R, the RPM
RS 900 and the RPM 2002. These can
22
Special (2007)
Fig. 15: Wet spot caused by ground formation
defects
carry out ballast recycling on site as part
of the process, reducing costs
further.
Mechanised formation treatment with large
machine systems has been successfully
adopted in Europe for more than fifteen
years. The advantages of on-track
installation of the formation protection
layer compared with systems requiring
temporary removal of the track are:
쑱 Limited interference from bad weather
쑱 The formation surface and the
formation protection layer are
particularly homogeneous, whereas
earthmoving equipment and lorries can
disrupt them
쑱 Formation works can be carried out in
shorter track possession periods, as
the work rate is very high
쑱 Results using recycling methods,
are very economical, due to the
reduced transport, material and
disposal costs
쑱 Work processes and material delivery
all take place along the track being
worked on, so that constraint is avoided
in urban areas or where access is
especially difficult
쑱 No trackside warning system is required
for safety protection when the adjacent
track is in normal operation.
Summary
The approaches to systematic track
maintenance methods set out in this
article are only a small part of the many
work activities on railway track. The
application of modern maintenance
technology enhances the value of
modern railway operation and enables
the track system to be kept in top
condition.
04.07.2007 14:43:48 Uhr