GPR determination of physical parameters of railway structural layers

Khakiev, Zelimkhan; Shapovalov, Vladimir; Kruglikov, Alexander; Yavna, V. A.

doi:10.1016/j.jappgeo.2014.04.017

Cited by 26 publications

(11 citation statements)

References 12 publications

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“…MHz to 400 MHz) [98,105,279]. • Ballast and subballast layer thickness: medium-frequency (from 400 MHz to 1 GHz) [90][91][92][94][95][96], most commonly used at network level. • Moisture and fouling detection: high-frequency antennas (from 1.2 GHz to 2 GHz) [90,93,101,103,104,106,280,281].…”

Section: Railways Inspectionmentioning

confidence: 99%

A Review of GPR Application on Transport Infrastructures: Troubleshooting and Best Practices

2021

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The non-destructive testing and diagnosis of transport infrastructures is essential because of the need to protect these facilities for mobility, and for economic and social development. The effective and timely assessment of structural health conditions becomes crucial in order to assure the safety of the transportation system and time saver protocols, as well as to reduce excessive repair and maintenance costs. Ground penetrating radar (GPR) is one of the most recommended non-destructive methods for routine subsurface inspections. This paper focuses on the on-site use of GPR applied to transport infrastructures, namely pavements, railways, retaining walls, bridges and tunnels. The methodologies, advantages and disadvantages, along with up-to-date research results on GPR in infrastructure inspection are presented herein. Hence, through the review of the published literature, the potential of using GPR is demonstrated, while the main limitations of the method are discussed and some practical recommendations are made.

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Section: Railways Inspectionmentioning

confidence: 99%

A Review of GPR Application on Transport Infrastructures: Troubleshooting and Best Practices

2021

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“…(Roberts et al 2006;Al-Qadi et al 2008a;Roberts et al 2007;Al-Qadi et al 2008b). Estimation of moisture in the railway substructure using GPR data is a research subject area of major interest across the GPR community (Maturana et al 2011;Khakiev et al 2014).…”

Section: Ground Penetrating Radar (Gpr)mentioning

confidence: 99%

Non-destructive Assessment and Health Monitoring of Railway Infrastructures

et al. 2019

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A continuous increase of the demand for high-speed traffic, freight tonnage as well as of the train operating frequency is worsening the decay conditions of many railway infrastructures. This occurrence affects economy-related business as well as it contributes to raise maintenance cost. It is known that a failure of a railway track may result in tremendous economic losses, law liabilities, service interruptions and, eventually, fatalities. Parallel to this, requirements to maintain acceptable operational standards are very demanding. In addition to the above, a main issue nowadays in railway engineering is a general lack of funds to allow safety and comfort of the operations as well as a proper maintenance of the infrastructures. This is mostly the result of a traditional approach that, on average, tends to invest on high-priority cost, such as safety-related cost, compromising lower-priority cost (e.g., quality and comfort of the operations). A solution to correct this trend can be to move from a reactive to a proactive action planning approach in order to limit more effectively the likelihood of progressive track decay. Within this context, this paper reports a review on the use of traditional and non-destructive testing (NDT) methods for assessment and health monitoring of railway infrastructures. State-of-the-art research on a stand-alone use of NDT methods or a combination of them for specific maintenance tasks in railways is discussed.

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“…The second indirect attribute, developed by Khakiev et al, 15,21 is intended to monitor relative moisture changes within ballast. Similar to the accumulation of fines, increasing ballast moisture contents result in increases in the bulk " r and of the ballast, 16,17,22 and the methodology applied in Khakiev et al 15 is transferrable to a relative study of ballast degradation.…”

Section: Normalized Reflectivitymentioning

confidence: 99%

“…Quantification of these attributes has been shown to be representative of ballast degradation conditions in both laboratory studies as well as local (a few kilometres of track) field investigations. 14,15,20–22 In addition, the presence of fines also alters GPR wave scattering in the ballast at high (>1 GHz) signal frequencies. 11,12 At high signal frequencies, the GPR wavelength approaches the diameter of the individual voids within the ballast, resulting in a transition from Rayleigh-type behaviour to Mie scattering.…”

Section: Introductionmentioning

confidence: 99%

Evaluating the sensitivity of low-frequency ground-penetrating radar attributes to estimate ballast fines in the presence of variable track foundations through simulation

Scanlan

Hendry

Martin

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part F:

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The sensitivity of three low-frequency (<1 GHz) ground-penetrating radar attributes commonly used to infer the amount of fines present within railway ballast was evaluated using synthetic datasets. Variations in ballast thickness, saturation, and subballast material type are not often considered during laboratory or small-scale (few kilometres of track) field studies. If ground-penetrating radar were to be applied as a ballast degradation detection tool on a subdivision (hundreds of kilometres) scale, it is critical to assess the impact variations these track foundation conditions will have on the inferred amount of fines present within the ballast. In this analysis, a two-layer (ballast and subballast) track foundation model was incorporated into a series of ground-penetrating radar simulations where the physical dimensions and electromagnetic properties of the model were systematically varied. It was through the electromagnetic properties that the volumetric amount of fines and moisture present within the ballast and the type of subballast material were altered. The ground-penetrating radar response of each model was simulated using a finite-difference time-domain solver for Maxwell’s equations (gprMax). The amount of fines present in the ballast was then inferred through attributes calculated from the synthetic ground-penetrating radar measurements and related to the known model input. This comparison revealed that ambiguities in the ground-penetrating radar attribute amplitudes were common. Specific ground-penetrating radar attribute amplitudes could not be uniquely associated with the known amounts of fines present within the ballast as the other conditions in the track foundation (ballast saturation, ballast thickness, and subballast material) were varied. As such, a quantitative and reliable estimation for the amount of fines present within ballast using ground-penetrating radar measurements over large scales would be difficult without first constraining the variability in the track foundation.

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GPR determination of physical parameters of railway structural layers

Cited by 26 publications

References 12 publications

A Review of GPR Application on Transport Infrastructures: Troubleshooting and Best Practices

A Review of GPR Application on Transport Infrastructures: Troubleshooting and Best Practices

Non-destructive Assessment and Health Monitoring of Railway Infrastructures

Evaluating the sensitivity of low-frequency ground-penetrating radar attributes to estimate ballast fines in the presence of variable track foundations through simulation

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