## 5 Continuous Monitoring and Analysis of Track Geometry Quality in Transition Zones
Reasons for material drops and elevations of the railway body material in the transition zones are described in detail in the analysis of measurements, where the resulting height shifts of the track axes in the TZ are also located (in contrast to this continuous monitoring by KRAB). For the first time, the tracks were tamped before the facilities were put into operation during the period of August 2017 (new buildings). Due to the confirmed stability of the geometric position and height, during the monitoring by continuous measurement with the measuring trolley KRAB [17], the second tamping of the tracks took place in November 2021, depending on the criteria in Table 2 (the tamping works had to be done after 4 years). \begin{table}
\begin{tabular}{c c c c c} \hline \hline  & & \multicolumn{2}{c}{**Operating**} & \multicolumn{2}{c}{**Marginal**} \\  & & **Deviations** & & **Operating** \\ \cline{3-5}
**Parameters of Inspection** & & **AL** & **IL** & **IAL** \\  & & **(mm)** & **(mm)** & **(mm)** \\ \hline TG & Track gauge & +15/\(-\)4 & +20/\(-\)6 & +25/\(-\)7 \\ RD & Rail deformation & - & \(\pm\)4 & \(\pm\)5 \\ LHD & Longitudinal height deviations 1  & \(\pm\)7 & \(\pm\)10 & \(\pm\)17 \\ TD & Track direction & \(\pm\)6 & \(\pm\)8 & \(\pm\)10 \\ TC & Track cant & \(\pm\)5 & \(\pm\)6 & \(\pm\)8 \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Operating deviations AL, IL, and IAL [18] at speed of \(V\) = 160 km/h. Figure 11: Quality of track geometry—longitudinal height deviations (LHD) of the transition zone, toward “Zilina”: (**a**) Track axis no. 1; (**b**) Track axis no. 2. Figure 10: Quality of track geometry—longitudinal height deviations (LHD) of the transition zone, toward “Bratislava”: (**a**) Track axis no. 1; (**b**) Track axis no. 2. The height shifts of the particular points \(P_{i}\) by geodetic measurements are always related to the first point depending on the KM-positioning of the axis of the track. The predominant direction of travel of the trainsets (approx. 90%) is shown in Figures 7-11, using the arrow sign \"\(\rightarrow\) TRAINS\". All objects of the transition zones are designed in the longitudinal slopes of the gradient, and the part towards \"Zilina\" is located in the arches. In track axis no. 1 is radius \(R_{1}=1007\) m with cant \(D_{1}=107\) mm, and in track axis no. 2 is \(R_{2}=1000\) m with cant \(D_{2}=108\) mm. The height shifts of the tracks are mainly influenced by the predominant direction of the train's operation and their location in the curves with the cant (Figure 6a). The graph in Figures 7a and 10a show that the trains push the gravel bed against a fixed track (concrete block at the end of TZ) in the direction of the rising gradient in the section with \(+10.718\%\). Conversely, in Figures 7b and 10b, we can see that the train \"jumps\" from a fixed track into a reinforced concrete tub with a gravel bed, pushing out the material. The track gradient of axis no. 2 in this section decreases with a longitudinal slope of \(-10.695\%\) in the opposite direction of train travel. Figure 10a shows that the train \"jumps\" from the concrete block of the fixed track to the tub with the ballast of TZ in the descending direction of the track level at a gradient of \(-11.543\%\). From Figures 8b and 11b, it is clear that if the train in a given section is running on a rising level slope, it pushes the material of the tracked against the concrete block of the fixed track. All these monitored points behave depending on the shock wave in Figure 3a. It is, of course, that the gradient of the tracks in the whole section, not only in the section of TZ, is adjusted to the designed heights regularly according to the required criteria of the STN 73 6360-2 [18], and depending on the inspection results.