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The interspersed railway track is an enhanced timber railway track, spot-replacing damaged wooden sleepers with new concrete sleepers to improve the bearing capacity of existing railway lines. Although this interspersed solution is characterised by low cost and short maintenance time, the interspersed tracks have worse stability than concrete tracks and can deteriorate quickly when exposed to extreme weather conditions such as heavy rains and floods. In many cases, heavy rains and floods are accompanied by strong winds. Ballast washaway can often be observed under flood conditions while the mass of trains is unevenly distributed on two rails due to the effect of lateral wind load and rail irregularities. The current work is the first in the world to investigate the collective multi-hazard effects of ballast washway and uneven axle loads on the vulnerability of conventional and interspersed railway tracks using nonlinear FEM software, STRAND 7. The train bogie is modelled by two sets of point loads. The maximum displacement, bending moment and twists have been studied to evaluate the worst condition. The novel insights will help the railway industry develop proper operations of interspersed railway tracks against naturally hazardous conditions. [ABSTRACT FROM AUTHOR]

Unplanned track inspections can be a direct consequence of any disruption to the operation of on-board track geometry monitoring activities. A novel response strategy to enhance the value of the information for supplementary track measurements is thus established to construct a data generation model. In this model, artificial (synthetic) data is assigned on each measurement point along the affected track segment over a short period of time. To effectively generate artificial track measurement data, this study proposes a NARX (nonlinear autoregressive with exogenous variables) model, which incorporates short-range memory dependencies in the dependent variable and integrates interdependent effects from external factors. Nonlinearities in the proposed model have been determined using an artificial neural network that allowed fast computation of a mapping function in line with the needs of effective disruption management. The risk of over fitting the data generation model, which reflected its generalisation ability, has been effectively managed through risk aversion concept. For the model evaluation, the deviation of track longitudinal level has been taken as a case study, predicted using its degradation rate and track alignment and gauge as exogenous variables. Simulation results on two datasets that are statistically different showed that the data generation model for disrupted track measurements is reliable, accurate, and easy-to-use. This novel model is an essential breakthrough in railway track integrity prediction and resilient operation management. [ABSTRACT FROM AUTHOR]

With an emphasis on the integrated deterioration of railway track geometry and components, a new hybrid numerical-analytical method is proposed for the predictive analysis of track geometrical vertical levelling loss (VLL). In contrast to previous studies showing a dependency on the number of cycles, this research unprecedentedly incorporates the influence of operational, vehicle and track conditions. The numerical models are carried out using an explicit finite element (FE) package under cyclic loadings, and then, their outcomes are iteratively regressed by an analytical logarithmic function that accumulates permanent deformations in order to quantify VLL over a long term. The results are first compared with other previous studies, indicating a very good agreement with them. Then, field measurements have been used to further verify the results. In this study, parametric simulations are performed varying three key parameters: axle load, train velocity and ballast tangent stiffness. The parametric studies exhibit that the rate of VLL raises about 50% if the axle load increases only from 30 ton to 40 ton for a freight train running at 70 km/h on a stiffer ballast track. In contrast, for a 25-tonnes-axle-load train running from 60 km/h to 100 km/h on a similar track, the vertical levelling degradation reduces by approximately 20%. The main findings suggest that higher axle loads contribute significantly to the VLL due higher contact forces and, on the other hand, a lower train speed does not necessarily imply a low rate of VLL since the influence of train velocities on track geometry (VLL) is associated with the natural frequencies (or wavelengths) of the ballasted railway track. The insight demonstrates that the load frequencies play a key role on the deterioration of VLL. [ABSTRACT FROM AUTHOR]

Railway track health monitoring and maintenance are crucial stages in railway asset management, aiming to enhance the train operation quality and service life. For this aim, various inspection means (using diverse non-destructive testing techniques) have been applied, however, these means are mostly not able to monitor whole railway track network or track underlying layers (e.g., ballast and subgrade). The use of remote sensing techniques, such as Interferometric Synthetic Aperture Radar (InSAR), can expedite the defect diagnosis process for railway tracks, elevating the scope of health monitoring to a network-wide level. The Ground Penetrating Radar (GPR) has emerged as a particularly reliable method, especially for detecting structural deficiencies in underlying layers. As a result, combining the two distinct non-destructive testing techniques – GPR and InSAR – presents a promising strategy for efficient railway asset management. Recognizing the significance of embracing newer and more advanced monitoring strategies, this paper reviews the fusion of GPR and InSAR methodologies, and explores the potential integration of machine learning models to develop a predictive health monitoring and condition-based maintenance approach for railway tracks. • A review of InSAR/GPR with potential fusion for railway monitoring was discussed. • A general framework for fusion of InSAR/GPR data and machine learning integration was proposed. • Predictive strategy based on fusion of characterized techniques for railway health monitoring/maintenance plan was focused. • Future research directions are recommended based on the review of literature and discussion of technology. [ABSTRACT FROM AUTHOR]

Track quality affects passenger comfort and safety. To maintain the quality of the track, track geometry and track component defects are inspected routinely. Track geometry is inspected using a track geometry car (TGC). Measured values are stored in the machine and processed to evaluate the track quality. However, track component defects require more effort to inspect. Track component defects can be inspected manually which is time- and workload-consuming or using sensors installed at additional cost. This study presents an approach using track geometry obtained by a TGC to detect track component defects, namely, rail, switch and crossing, fastener and rail joint defects. Detection models are developed using several supervised machine learnings. The relationships between track component defects are analysed to gain insights using unsupervised machine learnings. From the study, the best model for detecting track component defects using track geometry is a deep neural network with an accuracy of 94.31% followed by a convolutional neural network with an accuracy of 93.77%. For the exploration of insights, k-means clustering is used to cluster the track components defects, and association rules are used to find the relationships between them. Examples of the insights from applying these two techniques are that switch and crossing defects are usually found where the radius of curvature is less than 2000 m and the gradient is positive, the most common defects when the radius of curvature higher than 4000 m are rail defects, or a worn wing rail will be found when the rail section has failed, ties in switches and worn point blades are found with the confidence of 92.17%. The findings of the study can be applied to detect track component defects using track geometry where additional cost is not required and unsupervised machine learning provides the insights that will be beneficial for railway maintenance. The information obtained from machine learning models will be complementary information to support decision making and improve the maintenance efficiency in the railway industry. [ABSTRACT FROM AUTHOR]

Railway sleepers are safety–critical components of a railway structure. They support ballasted track superstructure and are a critical factor in track geometry and track components' deterioration. Unsupported sleepers are a common issue incurred after tracks have been utilized. When unsupported sleepers are present, they cause differential settlements of track superstructures, additional dynamic loading, and excessive train-track vibrations which affect passenger comfort, safety, and maintenance cost. This study is the world's first to develop new machine learning models to prognose and better diagnose defect severities of unsupported sleepers aligned with practical track inspection guidelines. Data used to develop machine learning models are based on a verified finite element model with actual field measurements, enabling unbiased full data ranges that govern all defect conditions. Different conditions of unsupported sleepers can be explored by varying locations of unsupported sleepers and the number of unsupported sleepers. Also, other operational parameters can be addressed such as speeds of rolling stock, the roughness of rail surface, and vertical stiffness of wheel-rail contact. In total, 2016 data sets have been obtained. Axle box accelerations are adopted as key indicators for machine learning models. Machine learning techniques used in the study are the convolutional neural network, recurrent neural network, ResNet, and fully convolutional neural network. Data fusion and assimilation have been conducted since the data points are dependent on the train speeds. Our new results reveal a breakthrough essential for real-world applications that the convolutional neural network model provides the best accuracy in both unsupported sleeper prognostics and severity identification. The accuracies of detection and severity identification are 99.34% and 97.02% respectively. [ABSTRACT FROM AUTHOR]

Kessai et al. [[11]] analysed the drill-bit deformations caused by the stick-slip vibration phenomenon, which is characterized by high frequency and high amplitude in rotary drilling systems. Using wheel-load data and the corresponding track displacements associated with each wheel load, track modulus values were calculated using the single-point load method based on beam on elastic foundation (BOEF) fundamentals. Disruptions in the operations of our countries' infrastructures can undermine the function of our societies and their economies. [Extracted from the article]

10.3390/app9224820 12 Li T., Su Q., Kaewunruen S. Saturated Ground Vibration Analysis Based on a Three-Dimensional Coupled Train-Track-Soil Interaction Model. Cai et al. [[16]] developed a series of shaking-table tests for a ten-story suspended concrete structure that was equipped with viscous dampers in order to evaluate the dynamic responses and vibration damping performance of suspended structures. Due to uncertainties stemming from climate change, natural and man-made disasters, and extreme events, unexpected disruptions in the operation of our countries' infrastructure may put the functioning of our societies and their economies at risk. 10.3390/app9234991 13 Hamarat M., Papaelias M., Silvast M., Kaewunruen S. The Effect of Unsupported Sleepers/Bearers on Dynamic Phenomena of a Railway Turnout System under Impact Loads. [Extracted from the article]

Featured Application: The new findings highlight for the first time the nonlinear dynamic phenomena of turnout systems considering unsupported composite and concrete sleepers and bearers. The in-depth insights stemmed from multi-body simulations of dynamic train—turnout interaction demonstrates the influences of unsupported sleepers on dynamic responses, load redistributions, dynamic impact factors and wheel/rail contact forces. The novel insights can be used (not limited to) as a reference for the design, inspection and maintenance of railway switches and crossings. Track settlement is a common problem observed in ballasted railway tracks. The ballast bed and the material layers underneath it, deform under repeated trainloads and create uneven support conditions along the track. In some cases, the ballast settlement could be detrimental and the sleepers lose contact with the ballast bed partially or completely, resulting in higher contact forces and load distributions over the supported sleepers. Numerous studies have been conducted to investigate the phenomenon for normal tracks. Nevertheless, railway turnouts are somehow neglected. As a consequence, this study focuses on the relation between unsupported sleepers/bearers (particular name for turnouts) and a railway turnout system to develop the understanding of the response of turnout system under dynamic loadings. A 3D Finite Element Method (FEM) model is inherited from previous study and adopted to reflect the cases with unsupported bearer configurations. It is noteworthy that inherited model is capable of reflecting the impact forces, which is an inherent and fundamental characteristic of a railway turnout. Model verification is done with the parent model that was verified by field measurements. Three different support conditions (i.e., one, two, three unsupported bearers), five different velocities and six different positions of unsupported bearers are simulated. The results show that the performance of 'fibre-reinforced foamed urethane' (FFU) bearers are promising and more, unsupported bearers carry significant loads at particular locations, which is contrary to the sleepers on normal track that are subjected to insignificant loads. [ABSTRACT FROM AUTHOR]

As the main component of a ballasted railway system, railway ballast is frequently used by the railway industry to enhance constructability and practicality. Numerous studies into train–track interactions focused on ballast modelling and idealisation in completely dry environments, but recent studies have found that, in extreme weather such as floods, water can clog natural ballast beds and change the initial state of their properties. Ballast models used in multi-body simulations have been mostly developed based on the instrumented impact hammering method considering the ballast as a spring/dashpot. The single degree of freedom (SDOF) idealization for ballast enables a non-destructive field testing technique for monitoring of railway components in practice. In this study, the suitability of the idealization of ballast for dynamic characteristics has been evaluated. A series of experiments have been performed with a variety of ballast conditions in flooding levels from 0 to 40 cm, with a frequency range of 0–500 Hz. The results clearly show that the increase in the flood level will result in increasing dynamic damping of more than 50% of dry natural ballast whilst reducing its stiffness and natural frequency. The novel insights are of great significance for exploring the non-linear dynamic traits of ballast in extreme environments, which can be integrated into the coupled train–track analysis that can better express more realistically the dynamic train–track interaction and load transfer mechanism of flooded railway tracks. [ABSTRACT FROM AUTHOR]

The introduction of special crossings and rail turnouts provides flexibility in the rail network as it allows for vehicles to switch between various tracks, thereby maximizing the utilization of current infrastructure. Turnouts are a costly and critical feature to a rail system as they suffer adverse operational loads, compared with a straight rail track, and thus require regular maintenance. This leads to the question of whether a turnout can be justified for flexibility against upkeep costs throughout the life of the turnout. Therefore, great consideration is given to the interaction between the turnout components and reducing wear in service, as failed components may have adverse effects on the performance of neighboring components. This paper presents a development of three-dimensional (3D) finite-element (FE) model, fostering nonlinearities in materials’ behaviors, to analyze the forces and reactions in a railway turnout system. The analysis provides new findings of critical sections in the turnout and further enables alterations to be made to the initial design of members to accommodate for the increased effects. The FE model is composed of standard concrete sleepers with 60-kg/m rail and a tangential turnout radius of 250 m. The turnout structure is supported by a ballast layer, which is represented by a deformable solid. The FE model is the first in the world to predict the torsional behavior of the turnout and its fragile support by considering multiwheel impacts, which would simulate in-service and cyclic loading and will be adapted as a set of concentrated loads to represent a coupled locomotive negotiating the turnout. The simulations demonstrate the significance of the third medium to suppress the torsional effect of the crossing forces on supporting bearers. [ABSTRACT FROM AUTHOR]

Additive manufacturing technologies, well known as three-dimensional printing (3DP) technologies, have been applied in many industrial fields, including aerospace, automobiles, shipbuilding, civil engineering and nuclear power. However, despite the high material utilization and the ability to rapidly construct complex shaped structures of 3D printing technologies, the application of additive manufacturing technologies in railway track infrastructure is still at the exploratory stage. This paper reviews the state-of-the-art research of additive manufacturing technologies related the railway track infrastructure and discusses the challenges and prospects of 3D printing technology in this area. The insights will not only help the development of 3D printing technologies into railway engineering but also enable smarter railway track component design and improve track performance and inspection strategies. [ABSTRACT FROM AUTHOR]

• 3D FE model of interspersed tracks has been developed. • Vulnerability of interspersed tracks has been assessed. • This study is the first to assess the failure of interspersed tracks exposed to flood damage conditions. • The new insights will help track engineers to define operational restrictions in order to improve resilience capability of interspersed railway tracks. In traditional railway networks globally, timber sleepers have been widely adopted since the advent of railway systems. After a certain period of time, timbers tend to degrade and it becomes more and more difficult to seek cost-effective replacement hardwood sleepers. To provide a short-term solution, many rail infrastructure managers use an interspersing method of track maintenance. The interspersed sleeper of railway tracks, which is a spot replacement of old timber sleeper with concrete or composite counterparts, is often utilised as a temporary maintenance measure for secondary railway tracks such as low-traffic lines, yards, balloon loops or siding. Reportedly, the performance of railway lines including the interspersed tracks can quickly deteriorate when the tracks are exposed to heavy rains and floods. In many cases, ballast washaway can be often seen. This study is the world first to demonstrate the effects of ballast washaway on the vulnerability assessment of interspersed railway tracks using nonlinear finite element simulations, STRAND7. Two sets of moving point loads representing a bogie along the rails have been established to investigate the worst-case, potential actions for impaired performance of sleepers and differential settlements of the track. In this study, the emphasis is placed on the effects of ballast washaway on the maximum displacement of rails and the relative track geometries (i.e. top and twist). The maximum bending actions causing the failures of the track components are also investigated. The new insights will help track engineers develop appropriate climate change adaptation methods and policies for operations of interspersed railway tracks facing extreme rainfall and flooding conditions. [ABSTRACT FROM AUTHOR]

• Unprecedented effects of unconstrained length of railway tracks are highlighted. • Physical nature of track buckling is studied using nonlinear FEM models. • Interspersed approach can shift failure from progressive to snap-through buckling. • Buckling of timber sleepered tracks can be prevented by interspersed approach. • Track lateral resistance plays a significant role in track buckling prevention. In a conventional railway system, timber sleepers have been widely used for ballasted railway tracks to carry passengers and transport goods. However, due to the limited availability of reliable and high-quality timbers, and restrictions on deforestation, the "interspersed" approach is adopted to replace ageing timbers with concrete sleepers. The replacement of ageing timber sleepers is frequently done over old and soft existing formations, which have been in service for so long, by installing new stiff concrete sleepers in their place. This method provides a cost-effective and quick solution for the second and third track classes to maintain track quality. Presently, railway track buckling, caused by extreme temperature, is a serious issue that causes a huge loss of assets in railway systems. The increase in rail temperature can induce a compression force in the continuous welded rail (CWR) and this may cause track buckling when the compression force reaches the buckling strength. According to the buckling evidences seen around the world, buckling usually occurs in ballasted track with timber sleepers and thus there is a clear need to improve the buckling resistance of railway tracks. However, the buckling of interspersed tracks has not been fully studied. This unprecedented study highlights 3D finite element modelling of interspersed railway tracks subjected to temperature change. The effect of the boundary conditions on the buckling shape is investigated. The results show that the interspersed approach may reduce the likelihood of track buckling. The results can be used to predict the buckling temperature and to inspect the conditions of interspersed railway tracks. The new findings highlight the buckling phenomena of interspersed railway tracks, which are usually adopted during railway transformations from timber to concrete sleepered tracks in real-life practices globally. The insight into interspersed railway tracks derived from this study will underpin the life cycle design, maintenance, and construction strategies related to the use of concrete sleepers as spot replacement sleepers in ageing railway track systems. [ABSTRACT FROM AUTHOR]

• Nonlinear 3D track-ballast interaction model is firstly presented. • Field measurements are used for the validation of the model. • It is the first time that the balllast degradation effects are considered in track bucklings. • Ballast fouling play a significant role in undermining lateral track stability. • Lateral track resistance can reduce by half when fully fouled ballast incurs. Presently, railway track buckling, caused by extreme heat, is a serious issue that causes a huge loss of assets in railway systems. The increase in rail temperature can induce a compression force in the continuous welded rail (CWR) and this may cause track buckling when the compression force reaches the buckling strength. It is important to ensure the lateral stability of railway track in order to tackle the extreme temperature. However, in fact, railway track can be progressively degraded over time resulting in poorer track stability. This includes the larger lateral track misalignment and component deteriorations. This unprecedented study highlights 3D Finite Element Modelling (FEM) of ballasted railway tracks subjected to temperature change considering different ballast fouling conditions. The buckling analysis of ballasted railway tracks considering ballast fouling conditions has been investigated previously. This paper adopts the lateral resistance obtained from the previous single sleeper (tie) push test simulations to the lateral spring model. The influences of the boundary conditions and rail misalignment on the buckling temperature are also investigated. The results clearly show that the ballast fouling may increase the likelihood of track buckling even if the fouled ballast is accumulated at the bottom of the ballast layer. More importantly, the allowable temperature can be reduced up to 50% when the ballast is completely fouled. The results can be used to predict the buckling temperature and to inspect the conditions of ballast. The new findings highlight the buckling phenomena of interspersed railway tracks and help improve the inspection regime of ballast conditions especially in summer to encounter the extreme heat. [ABSTRACT FROM AUTHOR]

• Interspersed track systems are simulated using nonlinear finite element method. • Ballast model using tensionless stiffness has been adopted to reflect the real-world physical behaviour. • 600 nonlinear simulations varying various time-dependent parameters have been carried out. • Dynamic uplifts are the source of rapid track deterioration over life cycle. • More routine ballast tamping is recommended to resolve any track geometry problem. Presently, timber-sleepered tracks are still being adopted in railway networks transporting goods and passengers. However, the deterioration of timber sleepers is evident after years of service due to natural decay; and it is difficult to seek cost-effective hardwood sleepers to replace the aging sleepers. An impermanent "interspersed" approach is an alternative method used to substitute rotten timbers with concrete sleepers. Although the interspersed tracks offer a cost-effective short-term solution for certain track classes, there are some drawbacks to this practice, since the interspersed track has inconsistent stiffness problems, and the different track decay rate can cause uneven settlement and foundation failure, which can lead to significant track deterioration over time. The emphasis of this study is placed on the long-term behaviour of interspersed track components under repeated train loading. Interspersed track models in three-dimensional space have been developed and validated using a finite element method. The effects of deteriorated railway components (timber, rail pads, ballast) are taken into account to examine the dynamic performance of the interspersed tracks under moving train loads. This study will help rail track engineers better understand the time-dependent behaviour of interspersed tracks, enable a truly predictive track maintenance and improve the reliability of infrastructure asset maintenance and life cycle management. [ABSTRACT FROM AUTHOR]

• 3D FE model coupled with multi-body simulation has been developed. • Vulnerability of railway turnout systems has been assessed. • This study is the first to assess train-turnout interactions exposed to flood damage conditions. • The new insights will help track engineers to define operational restrictions building resilience capability. Track twists used in modern railways indicate the warpage of a particular track plane to identify track quality. In some cases, a twist is intentionally introduced on tracks to facilitate motions in curves. Nevertheless, twists can exceed above certain thresholds resulting in twist faults, which impose direct risk to safety and a potential cause for derailments. Twist faults are commonly observed in ballasted tracks, which consists of crushed rock particles and have low endurance to resist against dynamic track forces. In general, the deterioration in ballast structure progresses slowly. However, in reality, there are some catalysts such as extreme events that can speed up the deterioration of the ballast bed. Extreme events have rare occurrences but a high potential to damage structures and environment in a short duration. Even though the term 'rare' is still used to define extreme events, a consensus among the environmental scientists on the increased frequency of extreme events could be found in open literatures. In this study, the impacts of flooding, one of the most common extreme events, on the dynamic phenomena of a turnout structure is investigated in terms of dynamic twists. The emphasis is placed on railway turnouts of which the asymmetrical structure is expected to amplify twist responses. A 3-dimensional finite element method (FEM) model has been developed and many hypothetical scenarios ranging from various materials to vehicle speeds have been tested in virtual environments. It should be noted that the developed model is the modified version of a previously validated model and therefore, validation of the model is done by a comparison with the parent model. This study is the world's first to demonstrate that the dynamic performance of composite and plastic bearers is relatively poor in comparison to concrete bearers when considering dynamic twist phenomena. Our new results also exhibit that partially damaged turnout structures in the case of flooding is the most critical and vulnerable situation, which could result in detrimental train derailments. This vulnerability cannot practically be inspected by naked and untrained eyes. On this ground, when exposed to flooding conditions, it is recommended to halt any railway operations over vulnerable switches and crossings, and to avoid the approach of 'reach the station first' in emergency cases. [ABSTRACT FROM AUTHOR]

• 3D coupled train-track-soil interaction model combined with PML is firstly proposed. • Seismic metamaterial is firstly adopted for mitigating vibrations in railways. • Mitigated frequencies are in line with the band gap from dispersion analysis. • Seismic metamaterial exhibits excellent performance in ground vibration mitigation. With the rapid development of high speed rail system, ground vibration mitigation solutions are desperately needed. Based on the concepts of phononic crystals, seismic metamaterial, which is a novel vibration mitigation method, can theoretically yield excellent performance in shielding dynamic propagation waves in broad frequency bands. However, the application of seismic metamaterials in railway-induced vibration mitigation is a very recent and ongoing topic. Therefore, this study is the world's first to establish new and practical contribution towards a better understanding into the mitigation effects by seismic metamaterials for railway-induced ground vibrations. The seismic metamaterials are made of an array of concrete inclusions in this study. The dispersion theory for seismic metamaterials is proposed for analyzing the theoretical band gaps. A 3D coupled train-track-soil interaction model is also developed based on the multi-body simulation principle, finite element theory, and perfectly matched layers method using LS-DYNA. The dimensions of seismic metamaterials are determined based on the dominant frequencies of vibration accelerations in natural ground. When the seismic metamaterials are adopted in railway ground, the vibration responses are investigated in both time and frequency domains to illustrate the mitigation effects. Finally, the numbers of inclusions, initial distances, and train speeds are changed to investigate their influences on shielding effects. The novel insight stemmed from this study incites an original and better understanding into the attenuation of ground vibrations using seismic metamaterials in high speed railways. [ABSTRACT FROM AUTHOR]

• Fouled ballast modelings have been conducted using DEM. • Progressive degradation of ballast has been evaluated and modelled. • Effect of ballast degradation on lateral stability is highlighted. • Lateral resistance of railway sleepers largely depends on ballast conditions. • Contamination in ballast can reduce the lateral resistance of sleepers by more than half. • Highlighted is the necessity for ballast inspection for predictive track maintenance. Track lateral stability is one of the most critical considerations for safe and reliable railway infrastructures. With increasing exposures to high temperatures globally, a greater expansion in continuous welded rails can induce a higher risk of track buckling, especially when track defects exist. In ballasted track structures, ballast layer holds sleepers in place and provides lateral support and stiffness to the track. Note that there are several factors influencing the lateral resistance of ballasted railway tracks. However, the effects of the progressive degradation of the ballast on the track's lateral resistance have thus far never been fully investigated. Note that the fouling conditions can be due to the accumulation of ballast breakage or external contamination, such as subgrade intrusion or coal dust, and difficult to inspect in the field. It is evidenced that track buckling can incur even if the railway track and ballast seem to be in a good condition by visual inspection. Therefore, this paper presents a more realistic model to study Single Sleeper (Tie) Push Test (STPT) conditions using the Discrete Element Method (DEM) with the objective to evaluate ballasted track lateral resistance considering different fouling scenarios. Note that coal dust, acting as a lubricant, is considered as a fouling agent. The lateral force–displacement curves of sleepers are analysed. The lateral force is derived from the sleeper-ballast contact forces obtained from three main components: sleeper bottom friction, sleeper side friction, and sleeper end force. The fouling conditions are employed by adapting appropriate model parameters to the ballast layer that represents the fouled ballast condition by coal dust in the DEM simulations. Note that the fouling layer is considered to start from the bottom of the ballast layer and is applied all the way to the top to represent the completely fouled ballast layer condition. The results indicate that fouled ballast can significantly undermine the lateral stability of ballasted tracks by more than about 50%. Track lateral stiffness may be reduced significantly due to fouled ballast layer conditions that cannot be inspected visually in the field. This may reduce track restraint and increase the likelihood of track buckling even though the degraded ballast does not have direct contact with the sleeper. Finally, the study will enrich the development of inspection criteria for ballast lateral resistance and support conditions, improve safety and reliability of rail network, and mitigate the risk of delays due to track buckling leading to unplanned maintenance. [ABSTRACT FROM AUTHOR]

• Three-dimensional FE models of railway track transition have been developed. • Baseplate fastening system can help reduce the differential settlement at transition zone. • The new insights will improve the design of baseplate fastening systems at the transition zone. In railway industry, significant attention has been spent to solve stiffness transition zone problems since the railway tracks at these zones, especially at the transition between bridge and embankment, are prone to the significant degradation and they need extra maintenance activities and cost to ensure the safety and comfort of passengers. A variety of applications to solve the transition zone problems have been widely investigated. However, never has the application of baseplate fastening systems to fix the transition zone problem been fully investigated. The study proposed herein is the world's first investigation to fill the knowledge gap by using numerical models to investigate the effect of baseplate pad stiffness and baseplate weight on the dynamic behaviours of the transition zone between slab track and ballasted track. The numerical models have been simulated using LS-DYNA software and validated by comparing with field measurements and other simulation results. The obtained results present that soft baseplate pads can intensify the rail displacements and increase an uneven track profile at transition zone. The results also show that the effect of baseplate weight play a slight role in reducing the differential settlement. The 400 MN/m/m2 pad stiffness provides the best solution as the slab track stiffness can be equalised to the stiffness of ballasted track. Overall, the optimal stiffness of baseplate can significantly reduce the differential settlement leading to reduce track degradation. However, the uses of heavier baseplates and softer baseplate pads together may cause negative effect by increasing the rail displacements leading to higher differential settlements. Hence, baseplate fastening systems should be carefully selected to maximise the benefit of baseplate fastening systems. The new insights will help track engineers to make an appropriate decision on the design and usage of baseplate fastening systems at the stiffness transition zone to mitigate the risk of accelerated track degradation. [ABSTRACT FROM AUTHOR]