## 3 Trackside Measurement through Field Instrumentation
### Field Measurement Result Comparison  
To compare the track performance and track dynamic stability of a total of six track structures, the wheel load, lateral wheel load, and the vertical and lateral rail displacement were measured for determining the dynamic response of the test train. Test results were organized in accordance to the interval of increasing speed (as close as possible based on the measured samples). Among the results, the measurement data of each track structure of similar speed band are presented as examples for each factor in Figure 5.  
The field measurement results for the ballasted track structure types and the concrete track structure types are shown in Tables 7 and 8 respectively, and are displayed in graphs in the subsequent Figures 6 and 7, respectively. Among the 20 measurements taken from the field trackside measurements, the speed of the train was recorded (upon provision by the control center), and was classified in accordance to the speed ranges, increasing in increments of 10 km/h. Only the peak values among the measurement results were averaged. Figure 5: Data for the respective measurement factors (examples): (**a**) wheel load data sample, (**b**) lateral wheel load data sample, (**c**) vertical rail displacement data sample, (**d**) lateral rail displacement data sample, and (**e**) stress data sample. Figure 6: Trackside measurement result comparison for ballasted track types: (**a**) wheel load, (**b**) lateral wheel load, (**c**) vertical rail displacement, and (**d**) lateral rail displacement. Figure 7: Trackside measurement result comparison for concrete track types: (**a**) wheel load, (**b**) lateral wheel load, (**c**) vertical rail displacement, and (**d**) lateral rail displacement. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline  & & \multicolumn{2}{c}{**Wheel Loads (Averaged**} & \multicolumn{2}{c}{**Displacements (Averaged**} \\ \cline{3-6}
**Railway Structures** & **Speed (km/h)** & \multicolumn{2}{c}{**Peak Values)**} & \multicolumn{2}{c}{**Peak Values)**} \\ \cline{3-6}  & **Vertical (kN)** & **Lateral (kN)** & \multicolumn{2}{c}{**Vertical Rail (mm)**} & \multicolumn{2}{c}{**Lateral Rail (mm)**} \\ \hline  & 120–130 & 121.16 & 20.54 & 0.87 & 0.54 \\ \cline{2-6}  & 130–140 & 120.09 & 25.33 & 0.87 & 0.57 \\ \cline{2-6} B-Type 1: & 140–150 & 122.03 & 23.87 & 0.94 & 0.58 \\ \cline{2-6}  & 150–160 & 121.45 & 26.43 & 0.85 & 0.56 \\ \cline{2-6}  & 160–170 & 124.15 & 28.78 & 0.98 & 0.58 \\ \hline  & 120–130 & 122.44 & 24.71 & 0.72 & 0.57 \\ \cline{2-6} B-Type 2: & 130–140 & 122.12 & 26.47 & 0.70 & 0.62 \\ \cline{2-6}  & 140–150 & 125.25 & 28.73 & 0.78 & 0.65 \\ \cline{2-6}  & 150–160 & 130.21 & 27.32 & 0.79 & 0.67 \\ \cline{2-6}  & 160–170 & 129.12 & 28.49 & 0.78 & 0.71 \\ \hline  & 120–130 & 105.72 & 15.42 & 0.75 & 0.43 \\ \cline{2-6}  & 130–140 & 107.44 & 16.06 & 0.80 & 0.33 \\ \cline{2-6} B-Type 3: & 140–150 & 105.09 & 15.74 & 0.83 & 0.49 \\ \cline{2-6}  & 150–160 & 98.47 & 16.74 & 0.84 & 0.51 \\ \cline{2-6}  & 160–170 & 109.28 & 16.88 & 0.82 & 0.58 \\ \hline  & 120–130 & 95.21 & 19.36 & 0.84 & 0.31 \\ \cline{2-6}  & 130–140 & 92.24 & 18.74 & 0.83 & 0.32 \\ \cline{2-6} B-Type 4: & 140–150 & 92.72 & 17.51 & 0.85 & 0.41 \\ \cline{2-6}  & 150–160 & 90.74 & 19.27 & 0.92 & 0.37 \\ \cline{2-6}  & 160–170 & 93.52 & 20.03 & 0.89 & 0.39 \\ \hline  & 120–130 & 82.33 & 18.46 & 0.71 & 0.56 \\ \cline{2-6}  & 130–140 & 89.47 & 17.54 & 0.73 & 0.51 \\ \cline{2-6} B-Type 5: & 140–150 & 101.30 & 18.74 & 0.61 & 0.58 \\ \cline{2-6}  & 150–160 & 97.55 & 19.26 & 0.76 & 0.64 \\ \cline{2-6}  & 160–170 & 99.43 & 19.48 & 0.77 & 0.59 \\ \hline \hline \end{tabular}
\end{table} 
Table 7: Average values of maximum dynamic response by passing train for ballasted track structures.