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Summary of Historic Data

A 13 miles section of railway has carried out certain test and investigation. This paper is to
evaluate and analyze the data provided from 11/9/2003 to 28/1/2008, with appropriate
recommendation for the future maintenance work to improve the inherent track quality at
reasonable cost.

Figure above show the standard deviations over the distances from 169 miles to 183 miles.
From the figure above, the standard deviations for overall section are mostly in the range
between 1mm to 2mm; therefore it can be considered as good track and suitable for local
trains. Throughout the 4 years of maintenance, it is obvious that the railway is maintained
well as most of standard deviations are lower than 2.5mm.
From the figure above, it can be clearly seen that the track has the similar history data even
after maintenance. This is basically because railway track will tend to repeat the same
pattern of unevenness after each tamping cycle.
From the standard deviation data for section 172/220 to 172/440 in figure below, it
illustrates the behavior of track memory. Tamping is carried out on 2005 and 2006, and the
standard deviations increased gradually after the maintenance cycle.

0
1
2
3
4
Standard Deviation for Overall Section
10/01/04 01/04/07 2 2.5
0
0.5
1
1.5
2
2.5
3
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Section 172/220-172/440
183
Section 169/880-169/1320
This section has carried out 8 tamping in 4 years. Obviously tamping does not reduce the
standard deviation significantly; in fact it may leave the ballast in a loosened state. For that
reason, immediate settlement is expected as shown in figure below.

Figure below show the ground penetrating radar for section 169/880-170. The ballast
interface at apparent depth of 0.7m is generally weak and relatively poor defined. The weak
image could have been caused by a poor contrast at the interface or by dirt accumulation in
the ballast.





0
0.5
1
1.5
2
2.5
3
3.5
0
1
/
0
4
/
0
7

1
1
/
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3
/
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7

3
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1
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1
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1
0
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2
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2
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6

2
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6

3
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6

2
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2
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6

2
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1
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6

2
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5

3
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5

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2
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1
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1
7
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1
0
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4

0
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1
9
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4

3
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/
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4

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/
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4

0
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1
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4

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m
m

169/880-169/1100 169/1100-169/1320
Figure below show the Automatic Ballast Sampling at a few points along the railway on
section 169 miles. Clean ballast is observed at depth of 0.4m however at about 0.5m depth
consists of dirty ballast.

Section 169/1320-170/880
This section is generally being tamped 3 times over 4 years. This section is in good condition
for the entire period. Therefore no maintenance work is required.
Section 170/880-170/1100
Deteriorate rate of standard deviation increased because this section has no maintenance
since 2006. This may lead to track unevenness and affect the riding quality.
Section 170/1100-173/1320
This section is generally being tamped once per year. This section is in good condition for
the entire period. Therefore no maintenance work is required.
Section 173/1320-174/660
This section has carried out 3 tamping and 5 S&C tamping in 4 years time. From the historic
data, this section has the highest standard deviation on the entire track. The reason for that
is due to its heavy traffic and it serves as switches and crossings on this section. At the
switches and crossings, the train has to slow down therefore the subgrade beneath it may
subject to a large stress. The maintenance work did not improved the quality of the track, in
fact, it deteriorate the condition of the track rapidly.
0
0.2
0.4
0.6
0.8
1
1.2
500 600 700 800 900 1000 1100 1200 1300 1400 1500
D
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m

169 miles
Well compacted weak rock Very Dirty Ballast Dirty Ballast
Clean Ballast Very Clean Ballast
From the GPR diagram as shown below, it clearly show the extremely weak ballast or
formation interface at the highlighted area. The weak ballast interface can be further
confirmed through the ABS data, as shown below.






0
0.2
0.4
0.6
0.8
1
1.2
1.4
173.2 173.4 173.6 173.8 174 174.2 174.4 174.6
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m

173 -174 miles
Series1 Clean Ballast Dirty Ballast Well Compacted Weak Rock
Section 174/660-182/1320
Under appropriate maintenance, this section has a lower standard deviation comparing with
data from 10/1/2004. Traffic volume is much lower in this section and the initial quality of
track is good, therefore under normal tamping the rate of deteriorate is kept to the
minimum.
Section 182/1320-182/1540
This section has the same problem with section 173/1320 to 174/660, as these two sections
are switches and crossings. However, this section has less traffic load compares to the
sections mentioned above. This section has carried out 4 tamp in 4 years and an S&C tamp.
However, from the figure below it can be seen that the standard deviation did not increase
the quality of the track much.

Summary of Ballast Sample Information
Figure below shows the summary of the ABS test which carried in certain point for the
whole 13miles of the track. The ballast for the overall section is well maintained as clean
ballast appeared until depth of 0.4m. However the ballast for section 169-172miles, dirty
ballast is observed at 0.5m, therefore suitable survey and maintenance should carry out to
decrease the rate of deteriorate of rail.
2
2.2
2.4
2.6
2.8
3
3.2
3.4
3.6
0
1
/
0
4
/
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7

1
1
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3
0
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1
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1
1
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1
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0
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2
0
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2
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2
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3
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2
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2
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2
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2
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2
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3
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1
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0
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1
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2
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0
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1
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1
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0
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1
9
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/
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3
0
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0
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4

0
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1
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4

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m
m

182/1320-182/1540

0
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0.6
0.8
1
1.2
D
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(
m
)

Distance (169miles to 183 miles)
Very Clean Ballast Clean Ballast Slightly Dirty Ballast
Dirty Ballast Very Dirty Ballast(non cohesive) Very Dirty Ballast (cohesive)
Dirty Ballast
172 miles
Plot of FWD data (Section 173-174)
The two figures below show the FWD data from Section 173/1100 to 174/205. For section
173, it can be seen that the deflection are less consistence which mean the subgrade for the
whole section might not have the same subgrade strength. However in Section 174, the
deflection is more consistence as from the red line show in figure 2, this section has the
same subgrade strength.

Figure 1

Figure 2
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1000 1100 1200 1300 1400 1500 1600 1700 1800
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yards
Section 173
d0 d300 d1000 d2000
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0 50 100 150 200
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Yards
Section 174
d0 d300 d1000 d2000
Recommendations Summary
For section 169/880-169/1320
Ballast cleaning or ballast replacing would be the appropriate method to clean the dirt
accumulated. Ballast replacing is much more expensive compare with ballast cleaning. Both
these methods cannot improve the variation in subgrade and the track will still remember
where to settle. It can only be solve on fully reconstruction, however it is not recommended
due to it high cost.
For section 170/880-170/1100
Tamping would be the appropriate method to decrease the deteriorate rate.
For Section 173/1320-174/660 and 182/1320-182/1540
Ballast Cleaning would be appropriate method to improve the condition of the ballast, and
therefore reduce the standard deviation.
Besides the ballast and subgrade inspection, investigation on rail head corrugation head has
to be carried out frequently. Because the steel of the rails is continually deforming, it is
necessary to grind the top and side surfaces of the rail head smooth. Drainage survey should
be conducted on the dirty ballast to observe the drainage condition.
Conclusion
The entire section of track is well maintained, further maintenance are only focuses to a
small section listed on the recommendations summary. Railway has to be maintain well in
order to have a high quality of ride, reduce the deteriorate rate of ballast, reduce the
accident occurs, and minimize the cost of maintenance in the future.

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