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Results 34The analysis of the geomorphotechnical map for this sector brings new data about the geomorphic conditions, the railway transport infrastructure, through the interface of the engineering works layer.

Figure 2 is an expression of this relationship, in the context of two different situations: a poor slope morphodynamics control and an efficient control of the morphodynamic processes. The first case, rail traffic superposes with special limitations on active landslide bodies where severe speed decrease, delay and accidents can occur Fig.

The second case corresponds to inactive landslide bodies with maintained engineering works providing a higher safety level for rail traffic Fig. The map legend has four parts: morphodynamic features, engineering works, transport infrastructure and other features.

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  • Geomorphotechnical Map for Railway Mainline Infrastructure Improvement. A case study from Romania

It is important to separate the active features landslides, gullies, slope cuts as well as the dormant features from the non-active indicated by retention walls superposed on half-cuts. Old landslide scarps were identified on the topographic map from and updated from orthophotos July These scarps are inactive and are difficult to be mapped in forested area.

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Six speed​​ dating în lacul county il bodies are crossed by the railway line, while other occurs in and around the Erghevita village. These landforms confirm the dynamics of landslidings and gully erosion, in the context of the reforestation of some slopes.

speed​​ dating în lacul county il

Fields check of these features June identified these scarps as non-active and protected by forest. Carablaisa, February B: Stabilized landslide controlled with complex works for drainage and stabilization, close to Valea Alba railway stop. Carablaisa, Février Photos by I. Savulescu and R. Dobre, June Photos de I.

Dobre, juin Agrandir Original png, 8,3M 41Technical features for railway traffic are shown in detail on the map.

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This data can help the understanding of the limitations within the studied railway sector. Data from the study area was sampled at m intervals, using the technical specifications for train traffic from the Romanian National Railway Company CFR Infrastructure Service as well as the speed limiting boards along the rail field check.

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The number of points was limited for obtain a relevant result as the studied sector in only about 8 km long. For this reason we decided the introduction of similar data samples from another mainline, crossing the Carpathian mainline Ploiesti Vest-Brasov.

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The mainline is a sector of the IVth Pan European Corridor which is partly modernized since Bucharest to Sinaiahaving similar problems as the study area speed limitations on great slope gradient. The regression diagram allows the drawing of gradient-to-speed thresholds in order to define the technical difficulties introduced by the topographic profile to the railway traffic.

speed​​ dating în lacul county il

It is structured in two modalities of representation. The length of this graph is extended for an increasing relevance purpose, and superpose on a representative section speed​​ dating în lacul county il two main railway stations or Inter City train stops in our case from Strehaia and Drobeta-Turnu Severin.

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This profile is built on the base of the detailed Digital Elevation Model and shows the configuration of the topographic features crossed by the mainline.

This simple diagram shows the speed limitations of railway traffic according to the technical specifications. In order to characterize the sector, it was possible to provide in the same representation the present-day and the potential speed limit regimes.

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There are three technical solutions for decreasing the travel dating on- line pentru bolnav psihic between stations.

The diagram replaces the classical statistic representations by a seven level band shaped diagram, offering the spatial position of geomorphotechnic features.

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Kilometric marks together with stream network crossings are used for spatial orientation. This parameter is fully correlated with derailment points occurring to the end of the high gradient curve.

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