Abstract
The requirements for the quality of the railway track with emphasis on its long service life, low maintenance costs and the required parameters of the track geometry have led railway infrastructure manager on the territory of the Slovak Republic – Zeleznice Slovenskej republiky (ZSR) – to modernize or to realize reconstructions of railway lines on the appropriate track sections with the application of the unconventional construction of the railway superstructure (ballastless track). The Department of Railway Engineering and Track Management currently performs the monitoring of two sections with the application of ballastless track construction. This paper is aimed to the monitoring of the ballastless track section and presents the results obtained so far in one of the monitored sections in the Bratislava tunnel No. 1.
Highlights
The ballastless track has become a standard construction for a railway superstructure on some sections of the modernized railway infrastructure of Railways of Slovak Republic (Zeleznice Slovenskej republiky – ZSR)
The section quality number is 27.2 % to 29.3 % of the maximum permissible value of the quality number (7.2) for the sectional evaluation of the measured quantities according to the immediate action limit (IAL)
The satisfactory quality of the whole section is achieved by the high length of the ballastless track construction, where track geometry quantities almost do not change
Summary
The ballastless track has become a standard construction for a railway superstructure on some sections of the modernized railway infrastructure of Railways of Slovak Republic (Zeleznice Slovenskej republiky – ZSR). The ZSR network has its application in some new constructions of bridges and tunnels. Easier and less costly maintenance, and thinner structural thickness in comparison with ballasted track construction, define the progressive use of a ballastless track even for more extensive reconstruction of these objects. The design and operating principles and advantages of a ballastless track compared to ballasted track have already been characterized in [1] and [2]. Diagnostics by continuous monitoring and evaluation of its results, which were obtained by measurements in Bratislava tunnel No 1 between 2015 and 2017 will be further characterized
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