Drainage in railways

Sañudo, Roberto; Miranda, Marina; Thomas, Carlos

doi:10.1016/j.conbuildmat.2019.03.104

Cited by 23 publications

(9 citation statements)

References 18 publications

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“…Presently, most research on the subgrade frost heave displacement of high-speed railways has focused on the influential factors of frost heave formation and its developmental process [11][12][13]. A number of measures to reduce frost heave displacement, such as improving soil properties, temperature control and drainage, have been put forward [14][15][16][17][18]. Further, research on the influence of subgrade deformation on track structure has mainly analyzed subgrade settlement.…”

Section: Introductionmentioning

confidence: 99%

Deformation Law and Control Limit of CRTSIII Slab Track under Subgrade Frost Heave

Cai

Zhang

et al. 2021

Applied Sciences

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In order to find out the influence of subgrade frost heave on the deformation of track structure and track irregularity of high-speed railways, a nonlinear damage finite element model for China Railway Track System III (CRTSIII) slab track subgrade was established based on the constitutive theory of concrete plastic damage. The analysis of track structure deformation under different subgrade frost heave conditions was focused on, and amplitude the limit of subgrade frost heave was put forward according to the characteristics of interlayer seams. This work is expected to provide guidance for design and construction. Subgrade frost heave was found to cause cosine-type irregularities of rails and the interlayer seams in the track structure, and the displacement in lower foundation mapping to rail surfaces increased. When frost heave occured in the middle part of the track slab, it caused the greatest amount of track irregularity, resulting in a longer and higher seam. Along with the increase in frost heave amplitude, the length of the seam increased linearly whilst its height increased nonlinearly. When the frost heave amplitude reached 35 mm, cracks appeared along the transverse direction of the upper concrete surface on the base plate due to plastic damage; consequently, the base plate started to bend, which reduced interlayer seams. Based on the critical value of track structures’ interlayer seams under different frost heave conditions, four control limits of subgrade frost heave at different levels of frost heave amplitude/wavelength were obtained.

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Section: Introductionmentioning

confidence: 99%

Deformation Law and Control Limit of CRTSIII Slab Track under Subgrade Frost Heave

Cai

Zhang

et al. 2021

Applied Sciences

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“…For railway tracks, despite the development of modern technologies, the construction of conventional ballast tracks is still a frequently adopted solution [ 25 ]. The use of effective solutions is crucial, considering the increasing rate of climate change.…”

Section: Introductionmentioning

confidence: 99%

Recycled Polyester Geosynthetic Influence on Improvement of Road and Railway Subgrade Bearing Capacity— Laboratory Investigations

2021

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After years of using geosynthetics in civil engineering and infrastructure construction, it has recently become necessary to consider the possibility of recycling and reusing these materials. This paper presents the results of laboratory tests of the effect of recycled geogrid on the bearing capacity of soils using a CBR test. A polyester geosynthetic was selected for testing due to its high resistance to biodegradation and wide application. In a series of laboratory tests, two types of road and railway subgrade were used, mixed with geosynthetic cuttings in two different weight concentrations. The aim of the research was to demonstrate whether old demolition geosynthetics could be used to strengthen road and rail subgrade as recycled material. The influence of the geosynthetic cutting shape was also considered. The obtained results confirm the possibility of using recycled geogrid to improve the bearing capacity of the pavement subgrade, at least under these laboratory conditions. In the case of sand, the use of 2.0% additive causes that the poorly compacted soil obtains sufficient bearing capacity for the layer of road improved subgrade. As expected, the level of this improvement depends on the type of soil and the shape of geogrid cuttings.

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“…Budiono et al (9) and Ebrahimi et al (12) reported an increase in vertical settlement of ballast with the presence of coal fines under cyclic loading conditions. Similarly, a few studies have emphasized the effect of fouling in reducing the drainage capacity of ballast (13)(14)(15)(16)(17)(18)(19)(20)(21). Tennakoon et al (14) and Parsons et al (16) reported that the permeability of the ballast decreases as the fouling ratio of clay and coal-fouled ballast increases.…”

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confidence: 99%

Shear Strength and Drainage Characteristics of Elastomeric Polyurethane Treated Coal-Fouled Ballast

Hussaini

Gundavaram

2021

Transportation Research Record

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The shear behavior and drainage characteristics of coal-fouled ballast when treated with elastomeric polyurethane are assessed by means of large-scale direct shear and permeability tests. The results from direct shear tests confirmed that the shear strength of both stabilized and unstabilized coal-fouled ballast was highly influenced by the extent of fouling (VCI: void contamination index). The performance index (PI) of elastomer-stabilized coal-fouled ballast (ESFB), determined as the fraction of shear strength of fouled ballast to the shear strength of fresh and unstabilized ballast, lies in the range of 1.23 to 0.84. Moreover, the performance of ESFB having VCI ≥30% was found to be either similar to or poorer than that of clean ballast without any treatment, thus indicating that the elastomer treatment may be provided only to ballast with VCI ≤30%. The results from constant head permeability tests indicate that the hydraulic conductivity of ballast ( k) is highly influenced by the presence of fouling materials but is only slightly reduced as a result of the elastomer stabilization. The k of ballast decreased from 43 to 0.18 mm/s as the VCI increased from 0 to 75%. For VCI ≥ 45% the k of ballast was found to be lower than that recommended for sub-ballast. On the other hand, the k of ballast reduced slightly from 43 to 37 mm/s because of the elastomer stabilization. Furthermore, an empirical relationship is established between k and e to determine the k of both stabilized and unstabilized fouled ballast.

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Drainage in railways

Cited by 23 publications

References 18 publications

Deformation Law and Control Limit of CRTSIII Slab Track under Subgrade Frost Heave

Deformation Law and Control Limit of CRTSIII Slab Track under Subgrade Frost Heave

Recycled Polyester Geosynthetic Influence on Improvement of Road and Railway Subgrade Bearing Capacity— Laboratory Investigations

Shear Strength and Drainage Characteristics of Elastomeric Polyurethane Treated Coal-Fouled Ballast

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