鋼軌接頭為軌道系統主要弱點之一，為改善此一軌道系統弱點，遂改使用連續焊接的方式，減少接頭設置，使傳統鋼軌成為連續焊接鋼軌或稱長焊鋼軌（continuous welded rail, CWR）。雖然CWR可以改善軌道結構，但鋼軌將有挫屈或拉斷風險，嚴重影響行車安全。隨著多起軌道挫屈事件，讓人們意識到提升軌道強度防範軌道挫屈的重要性，其中普遍認為道碴橫向阻力是最直接影響軌道挫屈強度的因素之一。
107年8月，交通部頒布新版1067公厘軌距鐵路長焊鋼軌鋪設及養護規範。本研究實際現場量測道碴橫向阻力，在交通部轄下臺灣鐵路管理局共量測38個點位，結合現地實驗與數值模擬，期望能為國內軌道運輸安全提升作出貢獻。
本研究使用STPT量測臺鐵正線之道碴橫向阻力，完整記錄阻力-位移曲線，比較後得知，採用新版規範標準不合格率為39.474%；舊版規範標準不合格率為10.526%。使用有限元素軟體Abaqus進行分析。與以連續彈性支承梁簡化之軌道解析解比對驗證，建立道碴軌道之有限元素模型，改變道碴橫向阻力的行為，觀察其變化對臨界挫屈載重的影響。
分析結果顯示，舊版規範內容挫屈風險較新版規範為高，營運單位應按現行規範內容設法提升軌道品質。

Joints are one of the weaknesses of the railway system. To improve the system. The continuous welded rail (CWR) was born. Although CWR can improve the track structure, the rails have a risk of buckling, which seriously affects safety. People are aware of the importance to prevent the track from buckling. In general, the lateral resistance of ballast is one of the key factors that directly affect the strength of buckling.
In this thesis, the lateral resistance of ballast was measured on-site. Totally 38 points were measured at the Taiwan Railway Administration (TRA). And combined the field experiments and the numerical simulations.
STPT was used to measure the lateral resistance of the ballast of the main railway line of the station, and the resistance-displacement curve was recorded completely. It was found that the unqualified rate based on the new version standard is 39.474%. And based on the old version standard is 10.526%.
The finite element analysis was used for numerical simulations. Compare and verify with the analytical solution of track simplified by a continuous elastic support beam, establish a finite element model of ballast track, control the behavior of ballast lateral resistance, and observe the influence on critical buckling load.
The results show that the risk of buckling is higher, based on the content in the old version than the new version of the specification. TRA should improve the quality of the track following the content of the current specification.

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