Ballast and Subgrade requirements study : railroad track substructure - design and performance evaluation practices

DOT National Transportation Integrated Search

1983-06-30

Earth materials--i.e., soil and rock--form the substructure (ballast, subballast, and subgrade) of all railroad track. In this report, the most suitable technology and design criteria as related to design of the substructure are identified based on a...

Difficulties in Interpreting Ballast Degradation Level Estimates from Synthetic Ground-Penetrating Radar Data

NASA Astrophysics Data System (ADS)

Scanlan, K. M.; Hendry, M. T.; Martin, C. D.; Schmitt, D. R.

2016-12-01

As fine-grained particles accumulate within railway ballast, it becomes more susceptible to differential deformations, which leads to the loss of proper track alignment and an increased risk for car derailment. Methods for estimating the ballast degradation level from low-frequency (<1 GHz) ground-penetrating radar (GPR) measurements exist, but their applicability in a wide range of track foundation conditions has yet to be evaluated. This analysis, based on simulated GPR data, evaluates the sensitivity of these methods to changing ballast moisture contents, ballast thicknesses and subballast material types. The results highlight that small changes to the track foundation, indepedent of the concentration of degraded ballast, significantly alter the attenuation and reflectivity characteristics of the simualted GPR measurements. As such, ballast degraded to a certain level will manifest with different attenuation and reflectivity characteristics, limiting the ability to accurately and reliably detect these changes using GPR. Radar propagation velocities within the ballast are less influenced by changes in ballast depth and subballast material type. However, ambiguous propagation velocities are observed for certain ballast moisture contents and degradation levels; furthermore, velocities can only be calculated when the ballast thickness is known. These results suggest that while under certain circumstances, with additional information on the track foundation conditons, ballast degradation levels can be estimated from GPR data; in general, the complicated nature of GPR signals makes the quantificaion of ballast degradation levels difficult.

Non-destructive tests for railway evaluation: Detection of fouling and joint interpretation of GPR and track geometric parameters - COST Action TU1208

NASA Astrophysics Data System (ADS)

Solla, Mercedes; Fontul, Simona; Marecos, Vânia; Loizos, Andreas

2016-04-01

During the last years high-performance railway lines have increased both their number and capabilities. As all types of infrastructures, railways have to maintain a proper behaviour during the entire life cycle. This work is focused on the analysis of the GPR method and its capabilities to detect defects in both infra and superstructure in railways. Different GPR systems and frequency antennas (air-coupled with antennas of 1.0 and 1.8 GHz, and ground-coupled with antennas of 1.0 and 2.3 GHz) were compared to establish the best procedures. For the assessment of the ground conditions, both GPR systems were used in combination with Falling Weight Deflectometer (FWD) load tests, in order to evaluate the bearing capacity of the subgrade. Moreover, Light Falling Weight Deflectometer (LFWD) measures were performed for the validation of the interpretation of the damaged areas identified from GPR and FWD tests. Finally, to corroborate the joint interpretation of GPR and FWD-LFWD, drill cores were extracted in the damaged areas identified based on the field data. Comparing all the data, a good agreement was obtained between the methods, when identifying both anomalous deflections and reflections. It was also demonstrated that ground-coupled systems have clear advantages compared to air-coupled systems since these antennas provide both better signal penetration and vertical resolution to detect fine details like cracking. Regarding the assessment of the thickness, three different high-speed track infrastructure solutions were constructed in a physical model, using asphalt as subballast layer. Four different antennas were used, two ground- and two air-coupled systems. Two different methodologies were assumed to calibrate the velocity of wave propagation: coring and metal plate. Comparing the results obtained, it was observed that the ground-coupled system provided higher values of wave velocity than the air-coupled system. The velocity values were also obtained by the amplitude or metal plate method with the air-coupled system. These velocities values were similar to those values obtained with the ground-coupled system, when using the coring method. Some laboratory tests were also developed in this work aiming to evaluate the dielectric constants for different levels of ballast fouling (0, 7.5 and 15%). The effect of the water presence on the dielectric constant was also evaluated by simulating different water contents: 5.5, 10 and 14%. Different GPR systems and configuration were used. The results have demonstrated that dielectric values increase with the increasing of fouling conditions. The dielectric constants also increase with the increasing of water content. However, the analysis of all the results obtained has revealed that values are more sensitive to the fouling level rather than to the water content variation. The dielectric constants obtained with a frequency of 1.0 GHz were slightly lower than those obtained with higher frequencies of 1.8 and 2.3 GHz. Additionally, the dielectric constants obtained for all the measurements, increasing fouling conditions and water contents, with a frequency of 1.0 GHz, were also different. Thus, the dielectric constant values obtained with the ground-coupled antenna were slightly lower than those obtained with the air-coupled antenna.