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The Federal Institute of Material Research and Testing (BAM) has collected some experience with the testing of damaged, repaired and newly constructed railway tracks. The experimental methods are hammer testing of the track at different positions, hammer testing of the soil, measurement of train passages, and in all cases, measurements with geophones at different positions. The measured signals are evaluated for wave velocities (dispersion of the soil or the track-soil system), for transfer functions (transfer admittances of the soil, compliances of the track in amplitude and phase), and one-third octave band spectra of the track response to hammer and train excitation. These methods are applied at different stages of the track construction. Before track construction, wave velocities and transfer functions of the sub-soil can indicate problems with soft soils. After track construction, a check of the acceptable state of the track can be done by comparison of many excitation positions and track sites. After a track damage (a lose sleeper or a lose plate of a slab track) and after its repair, the sensitivity of the different measurement quantities to different track errors and the achieved improvement of the repair can be determined. The contribution shows examples of all these track situations.
The stress vs. strain curve of materials is affected the rate of imposed straining. Among the methods for dynamic testing the technique known as 'split Hopkinson pressure bar' (SHPB) has evolved into the most widely used one to exert high-speed straining. The theory behind it comprises simple equations to compute stress and strain. The reliability of the strain analysis can be assessed by digital image correlation (DIC). The present results indicate that the visually observed strain is smaller than predicted by theory.