International Journal of Pavement Engineering, 2014

Vol. 15, No. 3, 215–227, http://dx.doi.org/10.1080/10298436.2013.778991

Effects of maintenance operations on railway track’s mechanical behaviour by field load testing
Sh. Ataei1, S. Mohammadzadeh*, H. Jadidi2 and A. Miri3
School of Railway engineering, Iran University of Science and Technology, Narmak, Tehran 13114-16846, Iran
(Received 30 June 2012; final version received 19 February 2013)

Deterioration of track causes variations in different mechanical parameters such as value and distribution of track vertical
stiffness, which would change the way track mechanical components behave in service condition or maintenance operations.
As a result, studying deterioration effects and that of maintenance operations such as tamping and dynamic stabilisation on
the mechanical behaviour of both standard and deteriorated tracks could give a better picture of track condition and
effectiveness of maintenance operations. In this paper, by carrying out static and dynamic tests and using 89 measurement
sensors, the influence of mechanised maintenance operations on mechanical behaviours (strain, acceleration and
displacement of rail and sleeper) of a high-deteriorated track and a low-deteriorated track is investigated. The tests were
carried out in three different stages (before tamping, after tamping and after track dynamic stabilisation) under a passing train
(a 6-axle locomotive and a 4-axle wagon) with 20-ton axle load. Observations indicate that track deterioration causes non-
uniform track stiffness and load distribution along the track, such that rail heel strain time history under train loading changes
from maximum tensional pattern under the wheels to maximum compressive pattern between two wheels of a bogie. Tamping
and dynamic stabilisation cause a more uniform load distribution, which reduces strain and increases acceleration in rail and
sleeper. Effects of these maintenance operations on sleepers are far more than that of rail. Deteriorated track is stiffer than
low-deteriorated track; stiffness distribution is less uniform and its rails are subjected to less strain and acceleration.
Keywords: field evaluation; track load test; mechanised maintenance operations; tamping and track dynamic stabilisation;
rail heel strain and acceleration; vertical displacement of sleepers

1. Introduction field with small and random variation around a

Railway tracks would deteriorate under service loads and
environmental conditions. Growing demand for faster
trains and higher axle load increases deterioration rate. To
ensure safety, ride comfort and optimise life cycle costs,
mechanised maintenance operations are carried out
regularly. Track vertical stiffness has an influential role
in maintenance operations, track design process and
interaction analysis (Lopez Pita et al. 2004). Sub-grade
characteristics, such as ballast, sleeper, rail pad and rail
type, are just some of the parameters affecting the track
vertical stiffness. In general, track stiffness randomly
varies along the track. Sudden variation in this parameter
would increase both static and dynamic forces applied to
track and reduce its geometrical quality index (Berggren
2009). Effects of varying track stiffness on track dynamic
loading and settlement have been studied by (Fröhling
et al. 1996, Fröhling 1997). By investigating the response
of a beam resting on an elastic foundation, it was observed
that beam response is highly related to track stiffness
(Mahmoud and Eltawil 1992). The case of a beam resting
on a Winkler foundation with a random stiffness, which
was a function of the length coordinate, was also studied
(Naprstek and Fryba 1995). Andersen and Nielsen studied
the case of a simple track structure with randomly varying
support stiffness. The vertical stiffness was a stochastic
deterministic mean value (Andersen and Nielsen 2003).
As mentioned, track vertical stiffness has a crucial
effect on maintenance operations. Tamping, track dynamic
stabilisation, ballast sieving and rail grinding are some of
the main maintenance operations. To diminish vertical and
horizontal irregularities and increase load distribution by
uniform ballast density under sleepers, tamping procedure
is carried out. Tamping compacts the ballast beneath the
sleepers through vibration and pressure-controlled squeez-
ing forces (Lichtberger 2005). Each tamping arm with its
tamping tine that squeezes the corresponding degree of
compaction is reached. In dynamic stabilisation procedure,
ballast uniformity and consolidation are a result of
simultaneous application of static load and track vibration.
Track lateral resistance increscent is another effect of
dynamic stabilisation (Lichtberger 2005).
Another phenomenon affecting the track’s mechanical
behaviour is deterioration rate. Deterioration results in a
variety of contact surfaces between ballast and sleeper and
could also result in hanging sleepers, which cause higher
forces applied to rail, sleepers, ballast and sub-ballast
(Dahlberg 2010, Giannakos 2010a, 2010b, Giannakos and
Loizos 2010).
In this paper, track numbers 4 and 5 of Bahram station
in Iran railway network have been studied by installing
sensors on different locations on rails and sleepers.

*Corresponding author. Email: mohammadz@iust.ac.ir

q 2013 Taylor & Francis
216 Sh. Ataei et al.

Selecting two tracks with different Recording mechanical parameters

Tamping procedure
backgrounds of selected tracks

Re-recording mechanical parameters Re-recording mechanical parameters

Dynamic stabilization procedure
of selected tracks of selected tracks

Data analysis and comparing Evaluating effects of maintenance Investigating effects of maintenance
results of selected tracks operations on mechanical behaviour operations on selected tracks

Figure 1. Research methodology.

Both tracks use the same type of rail, sleeper, rail pad,
fasteners and same sub-grade characteristics, but different
traffic. Effects of ballast deterioration, tamping and
dynamic stabilisation on track vertical stiffness variation
have been studied by measuring strain and acceleration of
rail heel and sleeper vertical displacement.
2. Methodology of research
The aim of this research was to investigate the mechanical
behaviour of railway tracks under train loading. In order to
do so, mechanical parameters were recorded in two tracks
of Bahram station in Iranian railway: track number 4 that
represents a high-deteriorated track and track number 5
that is low deteriorated. Tests were carried out for different
loading speeds and results were compared for two tracks.
Mechanical parameters were re-recorded after the
maintenance operations to study the effects of mechanised
maintenance operations on mechanical parameters.
Figure 1 shows steps taken in this study.
3. Field tests on Bahram station tracks
Bahram station is located between Ray and Varamin
stations on Tehran –Mashhad track. Track number 4,
Tehran– Mashhad passenger trains track, represents a
track with high deterioration and heavy traffic and track
number 5, Aprin –Bahram freight trains track, represents a
relatively new track with light traffic and low deterio-
ration. Tracks characteristics are presented in Table 1.
Ballast thickness was 25 cm for both tracks.
A total of 89 sensors, consisting of 39 strain gauges, 44
accelerometers and 6 displacement transducers, were
utilised in tests. Strain gauges and acceleration sensors
were installed on location A (for recording data in
longitudinal direction), as demonstrated in Figure 2;
location B, also, shows the installing point of strain gauges
and acceleration related to sleepers. Vertical displacement
was measured in 3 points of each track. In addition, strain
and acceleration of track number 4 were measured on 21
and 22 points of track, respectively. The same measure-
ments were carried out on 18 and 22 points of track

Figure 2. Sleeper indexing and sensor placement.

 International Journal of Pavement Engineering 217

number 5. A total of 21 and 18 tests were carried out on

egory (now)
UIC cat-
track numbers 4 and 5, respectively, for different loading

4
speeds. The location of tests, sensor placement and sleeper
indexing is shown in Figure 2. Having these tracks
selected, sensors were installed and connected to data

UIC category (at the

loggers and calibrated, so they were ready to record data.
The process is shown in Figure 3. The effects of tamping
test time)
and track dynamic stabilisation on strain of rail and

5
sleeper, vertical displacement of sleeper and sleeper’s
vertical acceleration were recorded for both tracks and
compared with their values before tamping procedure
(Lichtberger 2005).
MGT (cumulative traffic
before the test)

4. Test and loading stages

71.31

4.46

Testing process was performed in three stages. For the

first stage, track response under a moving load was
recorded for different speeds. For the second stage,
tamping procedure was performed for tracks and their
response was re-recorded for the second time. For the
final stage, track dynamic stabilisation was performed
Vertical stiffness

and track response was re-recorded for the last time. A 6-

(MN/m)

axle locomotive and a 4-axle wagon with an axle load of

240

240

20 tons were used for loading both tracks (Figure 3(c)),

which is shown in Figure 4, schematically. Rail was
lifted about 70 mm during tamping procedure. Track
dynamic stabilisation frequency was 35 Hz. According to
Type of fastening, stiff-

sieve analysis (according to ASTM c136), the fouling

Pandrol fasteners

Pandrol fasteners

index (FI) of ballast was 33% and 5% for track numbers

ness of rail pad

4 and 5, respectively. According to in situ measurements,

the soil of embankments is classified into granular
material (tiny sand) in accordance with ‘AASHTO’
classification and poorly graded clay sand (inorganic clay
sand) according to ‘Unified System’. The track bed
modulus of elasticity on the layer beneath sleeper was
measured to be 100 N/cm3, according to plate load test
Type of bal-

FI ¼ 33%
Dolomite

Dolomite
FI ¼ 5%

(Kerr 2003).
last

5. Field measurements results

Type of

UIC60

UIC60

To analytically study the effects of deterioration on the

rail

mechanical behaviour of track, Zimmermann model was

used. In this model, the track structure is modelled as an
infinite, flexible beam resting on continuous spring. By
B70 con-

B70 con-
Type of
Tracks characteristics.

sleeper

crete

crete

considering the effects of speed and maintenance

operation as an increasing factor of static loads, it is
used for designing track superstructure by different design
manuals (Lichtberger 2005). Deterioration reduces track
About
(year)
Age

,1
11

elastic stiffness in a non-uniform manner along the track,

in which case its effects on the track mechanical behaviour
could not be studied using a model with uniform stiffness
Parameter

number 4

number 5

distribution.
Table 1.

Track

Track

By changing the bed modulus in determining the

hypothetical length, the effects of elastic stiffness
218 Sh. Ataei et al.

Figure 3. (a) Installing sensors on track, (b) connecting sensors to data logger and calibrating them, (c) moving train and recording data
and (d) tamping and dynamic stabilisation.

Figure 4. Schematic plan of train used for loading.

 International Journal of Pavement Engineering 219

Figure 5. Strain evaluation using Zimmermann model for index lengths of 80 and 160 cm.

Figure 6. Displacement evaluation using Zimmermann model for lengths of 80 and 160 cm.
220 Sh. Ataei et al.

Figure 7. Vertical stiffness distribution patterns used in analysis.

reduction caused by deterioration (with the assumption of determined according to Equation (1) (Lichtberger 2005).
uniform reduction along the track) are theoretically
applied. As an illustration, rail strain and displacement rffiffiffiffiffiffiffiffi
4 4EI
for the same load as the test loading of a deteriorated track L¼ ; ð1Þ
with a hypothetical length of 80 cm and a low-deteriorated bC
track with a hypothetical length (also known as
characteristic length) of 160 cm is calculated and shown in which E is the elasticity modulus (N/cm2); I is the
in Figures 5 and 6, respectively. Hypothetical length is moment of inertia of the rail (cm4); C is the coefficient of

Figure 8. Rail strain according to the analysis result of the finite element model.
 International Journal of Pavement Engineering 221

Figure 9. Sleeper displacement according to the analysis of the finite element model.

Figure 10. Strain time history of rail in deteriorated track number 4.

222 Sh. Ataei et al.
Table 2. Pattern observation percentage of track number 4.
Before maintenance operations
Track number 4 (%)
Pattern number 1 (uniform)
Pattern number 1.5 (non-uniform, medium)
Pattern number 2 (non-uniform, high)
the ballast (N/cm3) and b is the width of the hypothetical
long rail (cm).
It is seen that by uniform variation of bed modulus in
the whole track and simulating deterioration, strain time
history pattern does not change. In both states, it is seen that
maximum strain is positive and occurs under load passage
and deterioration only changes the strain value. Although
in situ test results show that deterioration not only changes
the strain value but also its time history behaviour pattern
(in the case of non-uniform stiffness variation along the
track) (Eisenmann 2004), in the deteriorated track
maximum strain is negative and occurs in the time span
during which two adjacent wheels of a bogie pass.
To study the effects of non-uniform distribution of
vertical stiffness on the mechanical behaviour of track,
finite element model of a beam resting on an elastic
foundation with non-uniform stiffness distribution has
been developed. Figure 7 shows four patterns of vertical
stiffness that were used in the analysis. In the first pattern,
a track with uniform vertical stiffness of 40 MN/m is
modelled. In the second pattern, stiffness beneath one of
the sleepers is set to zero, which simulates the case of a
hanging sleeper. In the third pattern, track stiffness varies
from soft to stiff condition, and in the last pattern, stiffness
has been locally increased beneath one of the sleepers.
Figures 8 and 9 show rail heel strain time history and
vertical displacement of a sleeper, while the first bogie of
diesel loco of Figure 4 passes over it with a speed of
60 km/h. It could be observed that in the first two patterns
(uniform stiffness, case of hanging sleeper) maximum
strain is positive and occurs under the passing wheel, while
in the next two patterns (soft to stiff, locally increased)
maximum strain is negative and occurs when two adjacent
wheels of a bogie pass over it.
Figure 11. Results of acceleration sensors of track number 4.
After tamping After dynamic stabilisation
(%) (%)
45 28 19
19 36 53
36 36 28
5.1 Field test results of track number 4 (representing
an old track)
Figure 10 shows rail strain time history of high-
deteriorated track number 4 (installed on location A,
according to Figure 2). Based on observations, there are
two main behaviour patterns for base strain response of
sleepers (Figure 10(a),(g)), due to train loading. The first
pattern shows a track with uniform distribution of vertical
stiffness. The second pattern represents a track with non-
uniform distribution of vertical stiffness with high
variability (as high as two times). Another pattern has
also been observed which represents a non-uniform
distribution of stiffness with medium variability (Figure
10(e)). In the first pattern (Figure 10(a)), the maximum
strain is positive and developed during wheel load
application, which is explained by uniform stiffness
along the track. In the second pattern (Figure 10(g)), which
is caused by non-uniform stiffness variations along the
track, the maximum strain is negative and is developed in
the time span during which two adjacent wheels of a bogie
pass. Non-uniformly distributed stiffness pattern with
medium variability, which is referred to as pattern 1.5
from now on (Figure 10(e)), seems to be just in the middle
of these patterns and is mostly developed after
maintenance operations. In highly deteriorated track, the
second pattern seems to be the dominant pattern. Pattern
observation percentage is presented in Table 2. According
to Table 2, almost half the sensors indicate a uniform
distribution of vertical stiffness, while the rest show a non-
uniform distribution of it, which are mostly of high
variability (36%). After the maintenance procedure,
however, track vertical stiffness shows a more non-
uniform distribution that is mostly of medium variability.
Maximum rail strain during loading decreases after
 International Journal of Pavement Engineering
Figure 12. Strain time history of rails between sleepers in deteriorated track.
maintenance operations. The pattern of rail-bottom strain
response between two sleepers is similar to the first
pattern, and maintenance operations decrease the maxi-
mum strain during wheel load application.
Fast Fourier transform of acceleration signals is
calculated in order to compare acceleration frequency
components variations during maintenance operations
(according to the results of sensors installed on location A,
according to Figure 2). To do so, the whole measured
signal is taken into account. Recorded frequency is 2000
samples per second. Maintenance operations increase the
absolute value of Fourier transform of rail-bottom vertical
acceleration (Figure 11).
Maximum strain of location B in the middle of sleeper
decreases from 140 to 100 micro strains due to track
tamping and to 40 micro strains due to dynamic
stabilisation (Figure 12). It could be seen that maintenance
operations such as tamping and track dynamic stabilisation
have a larger effect on sleeper and ballast stresses than that
of rail.
Figure 13 shows sleeper displacement in track number
4 under the passing train, before and after maintenance
operations (according to the results of displacement
transducer shown in Figure 2). After tamping procedure
and track dynamic stabilisation, the absolute value of
maximum displacement would decrease slightly; track has
a more uniform behaviour. Zero shift displacement, which
is a sign of uniform ballast plastic settlement after tamping
procedure, is more than that of before tamping and after
dynamic stabilisation procedure, as shown in Figure 13,
Figure 13. Sleeper displacement in deteriorated track number 4.
223
which indicates ballast instability after tamping and before
dynamic stabilisation.
5.2 Field test results of track number 5
Figure 14 shows test result of track number 5. In track
number 5, which is low deteriorated, the first pattern seems
to be dominant, although the second pattern could still be
found in some of the sensors. The pattern of rail-bottom
strain response between two sleepers is similar to the first
pattern, and maintenance operations decrease the maxi-
mum rail strain during wheel load application. Pattern 1.5
was not observed before maintenance operations and more
sensors tend to change to this pattern after dynamic
stabilisation. Pattern observation percentage is presented
in Table 3. According to Table 3, this track has a uniform
distribution of vertical stiffness with more than 90% of the
sensors indicating the first pattern. But after the
maintenance procedure, although track is still having the
same uniform distribution, 30% of the sensors tend to
pattern 1.5. No case of second pattern was observed in any
of the maintenance operations in this track. In addition, the
maintenance operations cause a higher decrease in
maximum positive strain in rail bottom under wheel
loading compared to that of track number 4 and increase
the maximum negative strain in the time span between the
passages of two adjacent wheels of a bogie. Rail strain in
track number 5 is more than in track number 4, since it is
more flexible.
224
Figure 14. Strain time history of rail in less deteriorated track.
Maintenance operations also increase the absolute
value of Fourier transform of rail vertical acceleration
(Figure 15). Due to more flexibility, the absolute value of
Fourier transform of track number 5 is more than that of
track number 4.
The maximum strain of top fibre in mid-sleeper
decreases much more compared to that in track number 4,
according to the effects of tamping and track dynamic
stabilisation. It could be seen that maintenance operations
such as tamping and track dynamic stabilisation have a
larger effect on sleeper stresses than that of rail. By
comparing the maximum strain of rail between sleepers
and over sleepers, it is shown that rail-bottom strain
between sleepers is higher than that of over sleepers.
Sleeper displacement of track number 5, before and
after maintenance operations, is shown in Figure 16.
Table 3. Pattern observation percentage of track number 5.
Before maintenance operations
Track number 5
Pattern number 1 (uniform)
Pattern number 1.5 (non-uniform, medium)
Pattern number 2 (non-uniform, high)
Sh. Ataei et al.
As mentioned, after tamping and track dynamic stabilis-
ation procedures, the absolute value of maximum
displacement decreases slightly and track has a more
uniform behaviour. Zero shift displacement, after tamping,
is more than in before tamping and after dynamic
stabilisation, as shown in Figure 16, which indicates
ballast instability after tamping and before dynamic
stabilisation.
Comparing sleeper displacement after tamping pro-
cedure in tracks with different deteriorations, it was found
that displacement and zero shift of track number 5 are
higher. This indicates that tamping has more effects on
track number 5 rather than on track number 4, which is
caused by the higher amount of contaminated ballast in
deteriorated track (Figures 17 and 18). Sleeper maximum
displacement of track number 4 before tamping is 2 mm,
After tamping After dynamic stabilisation
(%) (%) (%)
91 80 70
0 20 30
9 0 0
 International Journal of Pavement Engineering 225

Figure 15. Results of acceleration sensors of track number 5.

Figure 16. Sleeper displacement with less deterioration.

Figure 17. Sleeper’s maximum displacement.

226 Sh. Ataei et al.
Figure 18. Ballast plastic deformation.
which decreases to 1 mm after tamping procedure. This
might be caused by low contact surface between ballast
and sleeper.
Participation of each maintenance operation on rail-
bottom strain deviation during maintenance operations for
all strain sensors was calculated. Results suggested that
tamping causes a higher reduction in rail-bottom strain
than dynamic stabilisation.
6. Conclusions
This paper represents the results of test which was carried
out to illustrate the effects of maintenance operations on
two tracks with two different deterioration levels: one
representing a track with high deterioration level (track
number 4) and the other with low deterioration level (track
number 5). The test results indicate that in track number 4,
deterioration causes heterogeneous behaviour of track’s
mechanical parameters and a stiffer track; stiffness
variations along the track would also be non-uniform.
Contact surface between sleepers and ballast increases as a
result of tamping and track dynamic stabilisation. In this
case, the maximum strain in rail bottom, between two
sleepers, under 20-ton axle load matches the first pattern,
while that of the sleeper follows the second pattern mostly.
In addition, the rail-bottom strain between sleepers is
about 230 micro strains (460 kg/cm2) and the vertical
displacement of sleeper is about 1 mm. Observing
acceleration in track number 4, it was shown that
maximum rail vertical acceleration increases after
maintenance operations.
Measurements recorded from track number 5 after
tamping and track dynamic stabilisation show that the
stiffness of track number 5 is less than that of track number
4 such that rail strain becomes higher in track number 5. In
this track, the maximum strain in rail bottom between two
sleepers follows the first pattern and is about 250 micro
strains (500 kg/cm2). Besides, as stated in Table 4, vertical
displacement of sleeper in track number 5 is 1.2 and the
maximum absolute value of Fourier transform of rail heel
vertical acceleration of track number 5 is more than that of
track number 4.
Effects of maintenance operations on sleeper’s
maximum displacement and zero shift displacement after
stabilisation and tamping could be seen in Figures 17 and
18. While different sleepers of track have different values
of displacement, tamping and dynamic stabilisation result
in almost the same maximum displacement. This effect is
the same for both tracks. Tamping has a higher effect on
sleeper’s zero shift displacement (which suggests uniform
ballast plastic settlement) value of low-deteriorated track
than high-deteriorated track. But dynamic stabilisation has
the same effect on sleeper’s zero shift displacement of
both tracks and stabilises the track.
 International Journal of Pavement Engineering 227

Table 4. Key results.

Track condition
Rail-bottom strain on
sleeper
Rail-bottom strain
between two sleepers
Rail-bottom acceleration
Mid-sleeper strain
Sleeper displacement
† The ballast is more contaminated in the old track (number 4) than in the new track (number 5).
† Track number 5 has more elasticity and flexibility and low deterioration.
† Track number 4 is stiffer, having more contaminated ballast, and is more deteriorated.
† Before tamping: track number 5 indicates a more uniform behaviour compared to track number 4.
† Three strain patterns observed:
1st: maximum is positive and under wheel loading,
2nd: maximum is negative and between two wheels passing load,
1.5: just between the first and second patterns.
† 2nd pattern is relevant in the deteriorated track while 1st pattern is dominant in the new track (which is
low deteriorated).
† Maintenance operations tend to change the patterns to the 1.5 pattern.
† The value of maximum positive strain under wheel load decreases by tamping and track dynamic
stabilisation.
† Value of maximum strain in new elastic track (number 5) is more than in track number 4.
† In all stages of maintenance, strain pattern is similar to the first pattern.
† Tamping and track dynamic stabilisation decrease the maximum positive strain under the wheel load.
† Tamping and track dynamic stabilisation increase the absolute value of Fourier transform of acceleration.
† Absolute value of Fourier transform of acceleration in new track (number 5) is higher than in track
number 4.
† Maintenance operations have lots of influence on mid-sleeper strain.
† Tamping and track dynamic stabilisation highly decrease mid-sleeper strain.
† Displacement behaviour of sleepers is non-uniform before tamping but becomes more uniform after
tamping and track dynamic stabilisation.
† Value of maximum sleeper displacement in new elastic track (number 5) is more due to cleanness of
ballast.
† Tamping and track dynamic stabilisation decrease the sleeper displacement by increasing the contact
surface between ballast and sleeper.

Acknowledgements
The authors would like to thank the financial support from the
Iranian Research Centre for Railway Engineering and Iran
University of Science and Technology research administration
under project no. 7476/4.
Notes
1. Email: ataei@iust.ac.ir
2. Email: hossein.jadidi@gmail.com
3. Email: amin.miri.iust@gmail.com
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Copyright of International Journal of Pavement Engineering is the property of Taylor &
Francis Ltd and its content may not be copied or emailed to multiple sites or posted to a
listserv without the copyright holder's express written permission. However, users may print,
download, or email articles for individual use.