conducted an analytical study and proposed a method to limit sleeper displacement in the movable section of newly constructed joints to a set value [4]. In addition, [PERSON] et al. proposed a dynamic wheel-rail contact impact modeling method for the determination of impact loads. Their results demonstrated that the free edge of the joint gap draws significant residual stress concentration at the top corner of the end of the railhead, resulting in early material failure at the joint [5]. [PERSON] and [PERSON] presented limited measurements as analysis and simulations were carried out instead to address mechanical failure, such as failure of the joint bar, joint looseness, and height mismatch of insulated rail joints. From their results, it is known that there is a small reduction in the stress encountered by the rail when joined by bars with an increased moment of inertia [6]. [PERSON] and [PERSON] proposed a wheel-rail contact model with small-radius curved tracks [7], whereas [PERSON] et al. compared the steady-state lateral force of small-radius curved tracks through track tests and simulations [8]. [PERSON] et al. [9] used finite element analysis simulations to determine the effects of the impact of wheel-rail contact at the rail joint on the axle load, the effect of train speed on dynamic vertical forces, and the distributions of railhead stress and strain. [PERSON] and [PERSON] conducted a dynamic analysis of wheel-rail contact and confirmed that the pressure distribution was affected by the rolling distance under various track curvatures [10]. In addition, the wheel-rail impact contact of the insulation rail joint has been simulated through numerical analysis [11]. [PERSON] and [PERSON] studied the impact on the bearings that support the track girder. They performed field measurements and numerical analysis to analyze the characteristics of the structural behavior of a track installed on the Yeongjong Grand Bridge based on the type of bearings and that of the bearings themselves [12]. [PERSON] found that hardened tracks have smaller differential settlements and cause a lower track impact effect than softer tracks [13]. [PERSON] and [PERSON] found that the subgrade is the important component of the substructure, and it affects track stiffness greatly [14]. [PERSON] and [PERSON] found the higher deformation and instability of the track structure including the ballast occurring by the reduction of subgrade stiffness [15]. Thus, the majority of the previous studies have analyzed the behavior of main line tracks or the service life of CWRs, which are characterized by a relatively lower track impact during train operation. However, to enter the tracks of the main line, all trains must travel on tracks that have not been converted to CWRs and that contain many rail joints, which include the vehicle base, station tracks, side tracks, and subsidiary main tracks. Therefore, the importance of specifically analyzing the behavior of rail joints cannot be overlooked. The track impact factor (TIF) is a theoretical index used in the track design, which can vary owing to various complex factors such as the structural characteristics of the track, track support stiffness, characteristics of the vehicle, running speed, rail surface roughness, and track irregularity. In this paper, an experimental study of the TIF is discussed. In the \"Field Measurement\" section, the dynamic wheel-rail contact impact forces are investigated and discussed with the TIF of the rail joint and CWRs. The field measurements were performed using operational trains on different track types such as CWRs of concrete slab tracks in the main line and rail joints of ballasted tracks in the vehicle base. Using these measurements, the rate of dynamic wheel load fluctuation and the TIF were calculated for the CWR and rail joint sections. Subsequently, the calculated TIF values were analytically validated through a comparison with the measured vertical rail displacement, finite element analysis (FEA), and the designed TIF for rail joints and CWRs.