今運用KENTRACK程式之疊加荷重、彈性多數層及有限元素理論來研究臺鐵屏東捷運化規劃路線之隘寮溪路堤段於鐵路軌道結構採用3種型式，第1種為道碴-底碴-路基、第2種為道碴-熱拌瀝青混凝土-路基及第3種全斷面熱拌瀝青混凝土-路基，其中第1及2種頂層材料使用25公分道碴，路基選用土壤類別A-6、A-5、A-4及A-3(彈性模數15.5、31、62及104MPa)，列車軸重15、16及18公噸以1Hz週期頻率經由鋼軌-扣件系統- 軌枕傳遞於道床3種不同層厚的材料彈性模數及不同路基彈性模數，研究結果顯示，維持鐵路軌道結構整體性強度，路基彈性模數及道床結構強度乃為重要關鍵，當路基彈性模數越佳所能承受軸重之路基垂直壓應力越大並可減少路基垂直壓應變，而道床(底碴、HMA及HMA全斷面)厚度的增加對降低路基垂直壓應力、減少路基垂直壓應變及提升服務年限有實質效果，就道床結構使用底層HMA或HMA全斷面材料替代底碴(碎石級配)材料有減少應力、應變及增加服務年限之功用，於路基採用彈性模數104MPa下，HMA隨層厚越厚產生張應變越小，相對HMA及路基服務年限越久，但會隨著軸重遞增而減低服務年限，為維持服務年限可增加HMA厚度。
採用3種道床結構型式【道碴( 25公分)及底碴或道碴( 25公分)及底層HMA或HMA全斷面】，相較於相同深度30、35、45及55公分下，以軸重16公噸作用在路基彈性模數104MPa而言，產生符合路基容許垂直壓應變值1×10 之道床深度如下：底碴45及55公分、HMA35、45及55公分、HMA全斷面30、35、45及55公分，產生符合HMA容許水平張應變值5.387×10 之道床深度如下：
HMA30、35、45及55公分、HMA全斷面30、35、45及55公分，以上研究歸納結論如下：最佳HMA全斷面，次佳道碴-HMA，次次佳道碴-底碴，因此，道床可選用不同材料及厚度來符合應變值。

This research uses the overlapped-loading, elastic-multi-layers and finite-element theory from KENTRACK program to analyze railway bedding structure in the lot of I-Liu-creek embankment of the Taiwan Railway Ping-Tung MRT planning project.
There are three assumed types for the railway bedding structure.
The first type is ballast-base ballast-track subgrade formation. The second type is ballast-bitumen asphalt-track subgrade formation.
The third type is full section bitumen asphalt-track subgrade formation.Top layer material for type 1 and type 2 is 25 centimeters thickness ballast. Soil types for track subgrade are A-6、A-5、A-4/ A-3( elastic modulus is 15.5、31、62 and 104MPa). Applied axial Loadings of the train are 15、16 and 18 tons which transmit to the above three different thickness/ material / subgrade elastic module types of the track bedding through steel rail / track fastened system / rail sleeper under the 1Hz frequency.
From the result of research, sugrade elastic modulus and the strength of the track bedding structure are the key point to maintain the strength for the whole railway track structure.The better the railway sugrade elastic modulus , the larger the axial loading and vertical stress of sugrade bedding can take. It also can reduce the deformation of sugrade ,and increasing the thickness of track bedding(bottom ballast , HMA & full section HMA ) can also provide the effect about reducing subgrade vertical stress / strain, increasing service life cycle.
Because the bottom subgrade structure using HMA or full section HMA material to replace bottom ballast can reduce stress / strain and increase service life cycle. If the elastic modulus of track subgrade uses 104 MPa, the thicker the HMA and the less the tension strain will produce. The relative service life cycle of the track subgrade and HMA will be longer .On the contrary, the increasing the axial loading, the less the service life cycle will be. So, increasing the thickness of HMA can maintain the service life cycle at less.
By using the above mentioned three types of railway bedding structure【ballast(25cm)/ bottom ballast or ballast( 25cm ) and bottom layer HMA or full-section HMA】and comparison at the depth of 30、35、45 / 55 cm and 16 tons axial loading on the 104MPa elastic modulus subgrade, qualified depth of subgrade under the allowable vertical strain 1×10 are bottom ballast 45、55cm , HMA35、45 / 55cm、full section HMA 30、35、45 / 55cm.
Meanwhile, qualified depth of HMA under the allowable horizontal strain 5.387×10 are HMA30、35、45 / 55cm, full section HMA 30、35、45 /55cm.
Finally, there can conclude the analysis for railway bedding structure and the suitable sequence is full-section HMA, ballast-HMA, ballast-bottom ballast. Therefore, the track bedding subgrade can select different materials and different layers of thickness to satisfy the allowable strain.

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