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Outline

Title
Abstract
Figures
Advantages and Limitation of Geotextiles in
Design of Track Bearing Capacity for Railways in
Case I: Railway Track on an Embankment
Case II: Railway Track in a Deep Cut
Reinforced Earth Material
Description of the Method
Application of the Method
European Multilayer Elastic Methods
Conclusions
Track Forces and Design Loading
Conclusion and Suggestion
Laboratory Test Results
Field Test Results
Design Methods
Introduction
Design Procedure
Limit Equilibrium Design
References

Reinforced Earth Design of Embankments and Cuts in Railways

Profile image of P. K BasudharP. K Basudhar

Abstract
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The paper addresses the reinforced earth design principles for embankments and cuts in railway systems, focusing on the stability and performance of railway tracks across varying soil conditions. It highlights the challenges faced by geotechnical engineers in achieving optimal subgrade conditions and the use of geosynthetics to enhance the stability and drainage of railways. The study encompasses various components of railway track structures, along with empirical analyses and case histories to support design methodologies.

Figures (191)
Sureliia: Cross-section of a double track alignment (http://www.railway- showing the principal components of construction of the railway track and its substructure.
Sureliia: Cross-section of a double track alignment (http://www.railway- showing the principal components of construction of the railway track and its substructure.
(http://www.trackguy.com/trackwork_101.htm)
(http://www.trackguy.com/trackwork_101.htm)
both the subgrade and the ballast and should be at least 50 mm thick on each side of the geotextile. If this is done, then the geotextile seems to have no contributory function.
both the subgrade and the ballast and should be at least 50 mm thick on each side of the geotextile. If this is done, then the geotextile seems to have no contributory function.
Specification of Indian Railways for geotextiles in railway track foundations [Y og et al. (1989)] within their plane. Thus, the most common choice by railroads in USA is thick needle-punched,
Specification of Indian Railways for geotextiles in railway track foundations [Y og et al. (1989)] within their plane. Thus, the most common choice by railroads in USA is thick needle-punched,
a: Application of geogrids in preventing mud-pumping [Www.newgrids.com] to meet the desired requirements.
a: Application of geogrids in preventing mud-pumping [Www.newgrids.com] to meet the desired requirements.
(http://www.wensleydalerailwayphotos.co.uk/sept-oct_08.htm)
(http://www.wensleydalerailwayphotos.co.uk/sept-oct_08.htm)
Sure: General applications and functions of geosynthetics in railway construction igure 1.4 depicts the general applications and functions of geosynthetics in the railway
Sure: General applications and functions of geosynthetics in railway construction igure 1.4 depicts the general applications and functions of geosynthetics in the railway
geotextile either replaces the sub-ballast or assists it in the separation function.
geotextile either replaces the sub-ballast or assists it in the separation function.
Pigurell7: Mud contamination of ballast (www.loram.com)
Pigurell7: Mud contamination of ballast (www.loram.com)
SWS. Confinement effect of geotextile beneath a railway track (http://www.rockdelta.com/sw70115.asp) beneath a railway track.
SWS. Confinement effect of geotextile beneath a railway track (http://www.rockdelta.com/sw70115.asp) beneath a railway track.
“igure 19 depicts the drainage characteristics offered by a geotextile in a railway
“igure 19 depicts the drainage characteristics offered by a geotextile in a railway
Figure 1.10: Functioning of geogrid with stone columns as reinforcement beneath railway tracks track.
Figure 1.10: Functioning of geogrid with stone columns as reinforcement beneath railway tracks track.
schematic diagram of the arrangement used in the test is as shown in Figurenlal The observations of the tests can be summarized as follows: Ayres and McMorrow (1980), Hoare (1982), Salter (1982), Ayres (1986), Glynn and Cochrane
schematic diagram of the arrangement used in the test is as shown in Figurenlal The observations of the tests can be summarized as follows: Ayres and McMorrow (1980), Hoare (1982), Salter (1982), Ayres (1986), Glynn and Cochrane
for most of its depth between the clay surface and the sleeper bottom (Figurenln4).
for most of its depth between the clay surface and the sleeper bottom (Figurenln4).
sure 1.14: Subgrade mud being pumped through geotextile layers [Selig (1986)]
sure 1.14: Subgrade mud being pumped through geotextile layers [Selig (1986)]
abrasion failure of the geotextile placed too close to the railway track.
abrasion failure of the geotextile placed too close to the railway track.
igure! 8a: Application of geomembrane in railway track [Lacy and Pannee (1987)] water pressure) which developed in the clay beneath the geomembrane.
igure! 8a: Application of geomembrane in railway track [Lacy and Pannee (1987)] water pressure) which developed in the clay beneath the geomembrane.
a. Meyerhof and Hanna model for determination of bearing capacity [Meyerhof and drained angle of internal friction of the upper dense granular medium, and gq, is the beat The coefficient of punching shear resistance can be determined form charts [Meyerhof is the thickness of the granular layer, K, is the coefficient of punching shear resistance, ob is the
a. Meyerhof and Hanna model for determination of bearing capacity [Meyerhof and drained angle of internal friction of the upper dense granular medium, and gq, is the beat The coefficient of punching shear resistance can be determined form charts [Meyerhof is the thickness of the granular layer, K, is the coefficient of punching shear resistance, ob is the
gure 2.2: Option 1_ Geometry perpendicular to the track [Selig and Waters (2000)]
gure 2.2: Option 1_ Geometry perpendicular to the track [Selig and Waters (2000)]
TABS: Dimensions of sleepers used in Indian Railways 2.2.1 Example Problem Considering both the options, the above-mentioned technique is used to determine the bearing dimensions for the problem depending upon the choice of the option of the analysis.
TABS: Dimensions of sleepers used in Indian Railways 2.2.1 Example Problem Considering both the options, the above-mentioned technique is used to determine the bearing dimensions for the problem depending upon the choice of the option of the analysis.
igure 24: Bearing capacity of subgrade for three kinds of railway tracks — Option 1
igure 24: Bearing capacity of subgrade for three kinds of railway tracks — Option 1
Figure 2.5: Bearing capacity of subgrade for three kinds of railway tracks — Option 2 a higher thickness of granular layer should be chosen for its effective performance.
Figure 2.5: Bearing capacity of subgrade for three kinds of railway tracks — Option 2 a higher thickness of granular layer should be chosen for its effective performance.
actual difference between the Options | and 2 is probably greater than that reflected in Figun -onfinement provided by the adjacent sleepers is not accounted for in the analysis. Thus, th
actual difference between the Options | and 2 is probably greater than that reflected in Figun -onfinement provided by the adjacent sleepers is not accounted for in the analysis. Thus, th
uirel2)7: Effect of bearing length on the ultimate bearing capacity of subgrade DETERMINATION OF TRACK SUBGRADE STABILITY USING SLOPE STABILITY METHOD
uirel2)7: Effect of bearing length on the ultimate bearing capacity of subgrade DETERMINATION OF TRACK SUBGRADE STABILITY USING SLOPE STABILITY METHOD
Subgrade strength is varied to provide a range of factor of safety for variou tables/plots. Three types of subgrade configurations were considered were considered to combinations of the effective parameters. A constant thickness of the ballast and sub-ballast (600
Subgrade strength is varied to provide a range of factor of safety for variou tables/plots. Three types of subgrade configurations were considered were considered to combinations of the effective parameters. A constant thickness of the ballast and sub-ballast (600
stability criterion is satisfied.
stability criterion is satisfied.
Figure 20d: Bishop’s slope stability analysis to determine the critical slip circle Figure 2.10e: Results of the slope stability analysis
Figure 20d: Bishop’s slope stability analysis to determine the critical slip circle Figure 2.10e: Results of the slope stability analysis
procedure to carry out the slope stability analysis using GEO-5.
procedure to carry out the slope stability analysis using GEO-5.
MWB: Assigning soils to their respective interface domains
MWB: Assigning soils to their respective interface domains
embankment as a function of subgrade soil parameters @bleQ3:Factor of safety from slope stability analysis for a typical BG railway track on an
embankment as a function of subgrade soil parameters @bleQ3:Factor of safety from slope stability analysis for a typical BG railway track on an
fe 24d: Slope stability analysis for a railway track located on the edge of a vertical cut
fe 24d: Slope stability analysis for a railway track located on the edge of a vertical cut
f; Slope stability analysis for a railway track located far from the edge of a steep
f; Slope stability analysis for a railway track located far from the edge of a steep
@b1e5: Allowable subgrade bearing pressure [NAFVAC Design Manual (1986)]
@b1e5: Allowable subgrade bearing pressure [NAFVAC Design Manual (1986)]
an acceptable FOS against bearing failure and a satisfactory limit on settlement. However, the
an acceptable FOS against bearing failure and a satisfactory limit on settlement. However, the
Variation of subgrade vertical stress and threshold stress with depth [Selig and
Variation of subgrade vertical stress and threshold stress with depth [Selig and
2.4.2.2 Application of the Method
2.4.2.2 Application of the Method
fe 27: Granular layer thickness vs. subgrade strength [Selig and Waters (2000)] static axle load of 20 tonnes, the depth of construction is 370 mm.
fe 27: Granular layer thickness vs. subgrade strength [Selig and Waters (2000)] static axle load of 20 tonnes, the depth of construction is 370 mm.
‘igure 28: Granular layer thickness vs. subgrade modulus [Selig and Waters (2000)] The threshold strength or the resilient modulus of the subgrade material can also be
‘igure 28: Granular layer thickness vs. subgrade modulus [Selig and Waters (2000)] The threshold strength or the resilient modulus of the subgrade material can also be
achieving these goals. satisfactorily in response to the traffic loads and environmental factors imposed on the system for
achieving these goals. satisfactorily in response to the traffic loads and environmental factors imposed on the system for
results in the deterioration in the components of the track structure. dT LeaACuUOl! lO WIE VETUCd! GOWNWalG LOTCE Ol We Tdall dt UIC WHEEL CONldACL POI, We Tall ends to lift up away form the wheel as depicted in Figure 3.4. If the uplift force is not compensated by the rail and the sleeper weight together with any frictional forces from the ballast, momentary lift-off of the sleeper will take place. With the advancing of the wheel, the particular sleeper is forced down. This movement causes a pumping action which eventually eet bee a Be A ee ce Fe i ee cet aE Des Ble iD eat ed tae The vertical force is often considered as having a static component equal to the vehicle
results in the deterioration in the components of the track structure. dT LeaACuUOl! lO WIE VETUCd! GOWNWalG LOTCE Ol We Tdall dt UIC WHEEL CONldACL POI, We Tall ends to lift up away form the wheel as depicted in Figure 3.4. If the uplift force is not compensated by the rail and the sleeper weight together with any frictional forces from the ballast, momentary lift-off of the sleeper will take place. With the advancing of the wheel, the particular sleeper is forced down. This movement causes a pumping action which eventually eet bee a Be A ee ce Fe i ee cet aE Des Ble iD eat ed tae The vertical force is often considered as having a static component equal to the vehicle
(gurels)5: Static and dynamic wheel loads at Colorado test track [Selig and Waters (2000)]
(gurels)5: Static and dynamic wheel loads at Colorado test track [Selig and Waters (2000)]
BW: Static and dynamic wheel loads from combined passenger and freight traffic [Selig
BW: Static and dynamic wheel loads from combined passenger and freight traffic [Selig
4igure!3)7a: Beam-on-Elastic-Foundation model [Hetenyi (1946)] The differential equation for the model is expressed as follows [Hetenyi (1946), Hay the rail from the single point load P,, is expressed as follows:
4igure!3)7a: Beam-on-Elastic-Foundation model [Hetenyi (1946)] The differential equation for the model is expressed as follows [Hetenyi (1946), Hay the rail from the single point load P,, is expressed as follows:
The ballast pressure (F,) on the sleeper bearing area (A, ), can be estimated as
The ballast pressure (F,) on the sleeper bearing area (A, ), can be estimated as
(13184: Test arrangement for determination of track modulus [Selig and Waters (2000)] The Single Point Load Test method is considered to be the most effective. However, it
(13184: Test arrangement for determination of track modulus [Selig and Waters (2000)] The Single Point Load Test method is considered to be the most effective. However, it
Figure oi8: Real-time measurement unit of track modulus [http://www.engineering.unl.edu/research/robots/railroad.shtml]
Figure oi8: Real-time measurement unit of track modulus [http://www.engineering.unl.edu/research/robots/railroad.shtml]
[http://www.engineering.unl.edu/research/robots/railroad.shtml]
[http://www.engineering.unl.edu/research/robots/railroad.shtml]
[http://www.engineering.unl.edu/research/robots/railroad.shtml]
[http://www.engineering.unl.edu/research/robots/railroad.shtml]
levels in determining the track modulus. 3.3.1.1 Railroad Track Modulus
levels in determining the track modulus. 3.3.1.1 Railroad Track Modulus
dimensional approximation to the actual three-dimensional problem.
dimensional approximation to the actual three-dimensional problem.
related to the sleeper dimensions. sleeper-ballast reactions are applied to the ballast surface over circular areas, whose sizes are
related to the sleeper dimensions. sleeper-ballast reactions are applied to the ballast surface over circular areas, whose sizes are
‘able 3.2: Gauge lengths of Indian Railway Network [Mundrey (2000)] Table 3.3: Axle Load of Indian Locomotives [Mundrey (2000)]
‘able 3.2: Gauge lengths of Indian Railway Network [Mundrey (2000)] Table 3.3: Axle Load of Indian Locomotives [Mundrey (2000)]
3.4.1 Software Used: BEF (Beams on Elastic Foundations)
3.4.1 Software Used: BEF (Beams on Elastic Foundations)
igure slob: Bending Moment obtained for multiple wheel loads
igure slob: Bending Moment obtained for multiple wheel loads
“igure Sil 7a: Stress state beneath a railway track [Stirling et al. (2005)] substructure is subject to a complex regime consisting of vertical, horizontal and shear stresses
“igure Sil 7a: Stress state beneath a railway track [Stirling et al. (2005)] substructure is subject to a complex regime consisting of vertical, horizontal and shear stresses
The design traffic parameters to be considered are as follows:
The design traffic parameters to be considered are as follows:
¢3.4a: Literatures pertaining to the estimation of subgrade stress: Empirical methods able 3.4b: Literatures pertaining to the estimation of subgrade stress: Computer Models
¢3.4a: Literatures pertaining to the estimation of subgrade stress: Empirical methods able 3.4b: Literatures pertaining to the estimation of subgrade stress: Computer Models
igure o)iea: Effect of dynamic augmentation on the deflection of railway track
igure o)iea: Effect of dynamic augmentation on the deflection of railway track
igure SulSb: Effect of dynamic augmentation on the bending moment of railway track
igure SulSb: Effect of dynamic augmentation on the bending moment of railway track
igure Slise: Effect of dynamic augmentation on the shear force of railway track
igure Slise: Effect of dynamic augmentation on the shear force of railway track
“igure Sed: Effect of dynamic augmentation on the bearing stress in railway track
“igure Sed: Effect of dynamic augmentation on the bearing stress in railway track
A coring machine can provide a more rapid sampling of layers at the center of the track
A coring machine can provide a more rapid sampling of layers at the center of the track
3) Physical state of the soil, which can be defined by the moisture content and dry density.
3) Physical state of the soil, which can be defined by the moisture content and dry density.
content in percentage, and W, Wop is the optimum moisture content in percentage. opt 18 the resilient modulus at the peak point in the compaction curve, Wis the moisture
content in percentage, and W, Wop is the optimum moisture content in percentage. opt 18 the resilient modulus at the peak point in the compaction curve, Wis the moisture
Resilient modulus data were also obtained for soil conditions representing constant > 4.4: Variation of moisture content with constant compactive effort [Li and Selig (1994)]
Resilient modulus data were also obtained for soil conditions representing constant > 4.4: Variation of moisture content with constant compactive effort [Li and Selig (1994)]
Figure 407: Determination of resilient modulus for any condition [Li and Selig (1994)] Resilient modulus can be estimated for any dry densities and moisture contents using
Figure 407: Determination of resilient modulus for any condition [Li and Selig (1994)] Resilient modulus can be estimated for any dry densities and moisture contents using
eure 408: Comparison of models with data from Seed et al. (1962) [Li and Selig (1994)] ined soils [Li and Selig (1991)]. The parameter K ranged from 34000 to 1400000 kPa and 7
eure 408: Comparison of models with data from Seed et al. (1962) [Li and Selig (1994)] ined soils [Li and Selig (1991)]. The parameter K ranged from 34000 to 1400000 kPa and 7
Thompson and LaGrow (1988) suggested a relationship between resilient modulus at the
Thompson and LaGrow (1988) suggested a relationship between resilient modulus at the
re 4.11 depicts the correlation of the calculated resilient modulus (£,.) with the cone tip resistance (dc) . Line | is the linear regression fit to all the data and is represented by
re 4.11 depicts the correlation of the calculated resilient modulus (£,.) with the cone tip resistance (dc) . Line | is the linear regression fit to all the data and is represented by
@igure 4009: Representation of massive shear failure [Selig and Waters (2000)] absence of train loading.
@igure 4009: Representation of massive shear failure [Selig and Waters (2000)] absence of train loading.
te 44: Movement of overstressed clay and formation of ‘Cess Heave’ [Li and Selig (1995)]
te 44: Movement of overstressed clay and formation of ‘Cess Heave’ [Li and Selig (1995)]
Sire 48: Disruption of track drainage from cess heave failure [Selig and Waters (2000)]
Sire 48: Disruption of track drainage from cess heave failure [Selig and Waters (2000)]
stress levels imposed on the subgrade are to be increased; for example, as a result of increased A general ballast lift is not usually an acceptable method for restoring stability following
stress levels imposed on the subgrade are to be increased; for example, as a result of increased A general ballast lift is not usually an acceptable method for restoring stability following
fire! 4920: Cause and prevention of subgrade attrition [Selig and Waters (2000)] the occurrence of subgrade attrition failure. i, when the slurry reaches the sleeper/ballast interface, cyclic material (sub-ballast) interposed between the ballast and the subgrade as a means of preventing
fire! 4920: Cause and prevention of subgrade attrition [Selig and Waters (2000)] the occurrence of subgrade attrition failure. i, when the slurry reaches the sleeper/ballast interface, cyclic material (sub-ballast) interposed between the ballast and the subgrade as a means of preventing
ballast/sleeper erosion and/or the presence of dirty ballast around the sleeper. An examination of attrition failure is frequently found to originate at sleepers associated with rail joints.
ballast/sleeper erosion and/or the presence of dirty ballast around the sleeper. An examination of attrition failure is frequently found to originate at sleepers associated with rail joints.
disturbance. Surface protection is the cure in these situations. Failure within existing embankments usually results from water infiltration whic also present problems, but these generally do not result in the massive shear failure or subgrade reduces the soil shear strength and increases its weight. The source of the water may be heavy
disturbance. Surface protection is the cure in these situations. Failure within existing embankments usually results from water infiltration whic also present problems, but these generally do not result in the massive shear failure or subgrade reduces the soil shear strength and increases its weight. The source of the water may be heavy
failure. Alternatively, strengthening through the addition of retaining structures is necessary. orotection must be provided to prevent this problem.
failure. Alternatively, strengthening through the addition of retaining structures is necessary. orotection must be provided to prevent this problem.
of flow of water into and out of the substructure.
of flow of water into and out of the substructure.
(http://www.tenax.net/geosynthetics/drainage/railway.htm)
(http://www.tenax.net/geosynthetics/drainage/railway.htm)
igure 5.2: Subgrade and sub-ballast sloped for drainage [Selig and Waters (2000)]
igure 5.2: Subgrade and sub-ballast sloped for drainage [Selig and Waters (2000)]
Wire 4a: Bathtub condition for ballast and sub-ballast [Selig and Waters (2000)] mentioned bathtub condition.
Wire 4a: Bathtub condition for ballast and sub-ballast [Selig and Waters (2000)] mentioned bathtub condition.
located on an embankment.
located on an embankment.
e 5.6: Track side drainage (a) Embankment (b) Earth ditch (c) Concrete ditch [Selig and the surrounding ground. Once installed, the ditch drains must be properly maintained.
e 5.6: Track side drainage (a) Embankment (b) Earth ditch (c) Concrete ditch [Selig and the surrounding ground. Once installed, the ditch drains must be properly maintained.
French drains consist of a trench filled with a suitable granular material to collect water A coarser granular material may be used together with geotextile to improve the drain
French drains consist of a trench filled with a suitable granular material to collect water A coarser granular material may be used together with geotextile to improve the drain
Sure >7d: French drain outlet showing migration of wood preservative in invert [Raymond flexibility in the choice of a granular fill material.
Sure >7d: French drain outlet showing migration of wood preservative in invert [Raymond flexibility in the choice of a granular fill material.
The gradation of granular envelope around the drain pipe also bears a special relationshi
The gradation of granular envelope around the drain pipe also bears a special relationshi
(http://www.geofabrics.com.au/detailproduct.asp?pid=3 1) criterion of ‘ AOS < Des of the protected soil’ must be satisfied by the geotextile.
(http://www.geofabrics.com.au/detailproduct.asp?pid=3 1) criterion of ‘ AOS < Des of the protected soil’ must be satisfied by the geotextile.
9b: Geocomposite Edge Drains placed in a slot and a trench [Selig and Waters (2000)] igure 50a: Illustration of fin drains [Selig and Waters (2000)] Urel50a depicts the incorporation of a fin drain into a track drainage scheme. Fin
9b: Geocomposite Edge Drains placed in a slot and a trench [Selig and Waters (2000)] igure 50a: Illustration of fin drains [Selig and Waters (2000)] Urel50a depicts the incorporation of a fin drain into a track drainage scheme. Fin
ice. Figure 5:1 1¢ depicts the details of a subsurface side-drain.
ice. Figure 5:1 1¢ depicts the details of a subsurface side-drain.
Ure 1D: Lowering of ground water level by side drains [Selig and
Ure 1D: Lowering of ground water level by side drains [Selig and
Gure2: Illustration of cross drains [Selig and Waters (2000)]
Gure2: Illustration of cross drains [Selig and Waters (2000)]
The completed wall following the construction sequence as outlined above would appear as
The completed wall following the construction sequence as outlined above would appear as
3. Other miscellaneous considerations like wall facing details are completed.
3. Other miscellaneous considerations like wall facing details are completed.
of the earth pressure concept and theory for geotextiles.
of the earth pressure concept and theory for geotextiles.
geotextile layers in the anchorage zone. This value should be added to the non-acting length L,) of the geotextile behind the failure plane for estimating the total geotextile length (L) as:
geotextile layers in the anchorage zone. This value should be added to the non-acting length L,) of the geotextile behind the failure plane for estimating the total geotextile length (L) as:
Fig.6.5 Design Guide for geogrid reinforced walls (a) Reinforcement force coefficient (b: developed by Scmertmann et al. (1987) for designing the spacing and length of reinforcement
Fig.6.5 Design Guide for geogrid reinforced walls (a) Reinforcement force coefficient (b: developed by Scmertmann et al. (1987) for designing the spacing and length of reinforcement
Fig. 6.8 Geometry of vertical cut
Fig. 6.8 Geometry of vertical cut
Fig. 6.9 Rigid and Non-rigid base: Variation of FOS with vertical height of wall
Fig. 6.9 Rigid and Non-rigid base: Variation of FOS with vertical height of wall
Fig. 6.11 Geometry of reinforced soil embankment without gabion walls gabion walls are not been provided.
Fig. 6.11 Geometry of reinforced soil embankment without gabion walls gabion walls are not been provided.
lable 6.3: Stability Analysis: Non-rigid base and no gabion walls
lable 6.3: Stability Analysis: Non-rigid base and no gabion walls
Fig. 6.12 Variation of FOS with embankment height and slope (Rimd haca and no aahian wall) Fig. 6.12 Variation of FOS with embankment height and slope
Fig. 6.12 Variation of FOS with embankment height and slope (Rimd haca and no aahian wall) Fig. 6.12 Variation of FOS with embankment height and slope
Fig. 6.13 Variation of FOS with embankment slope and height (Rigid base and no gabion walls)
Fig. 6.13 Variation of FOS with embankment slope and height (Rigid base and no gabion walls)
Fig. 6.14 Variation of FOS with height and slope of embankment
Fig. 6.14 Variation of FOS with height and slope of embankment
Fig. 6.15 Bishop’s critical slip surface for 10m height and 1v:0.75h slope reinforced embankment
Fig. 6.15 Bishop’s critical slip surface for 10m height and 1v:0.75h slope reinforced embankment
Fig. 6.16 Rigid base: Bishop’s critical slip surface for reinforced embankment slope 1v: 1h and for all embankments heights considered and for all embankments heights considered
Fig. 6.16 Rigid base: Bishop’s critical slip surface for reinforced embankment slope 1v: 1h and for all embankments heights considered and for all embankments heights considered
Fig. 6.17 Geometry of embankment with gabion walls on both sides of slope
Fig. 6.17 Geometry of embankment with gabion walls on both sides of slope
Fig. 6.19 Variation of FOS with embankment slopes and heights (Rigid base and with gabion walls)
Fig. 6.19 Variation of FOS with embankment slopes and heights (Rigid base and with gabion walls)
Fig. 6.20 Variation of FOS with embankment height and slop (Non-rigid base and with gabion walls) Fig. 6.20 Variation of FOS with embankment height and slope
Fig. 6.20 Variation of FOS with embankment height and slop (Non-rigid base and with gabion walls) Fig. 6.20 Variation of FOS with embankment height and slope
Fig. 6.21 Variation of FOS with embankment slope and height (Non-rigid base and with gabion walls)
Fig. 6.21 Variation of FOS with embankment slope and height (Non-rigid base and with gabion walls)
Fig. 6.22 Geometry of double faced vertical cut
Fig. 6.22 Geometry of double faced vertical cut
Fig. 6.23 Geometry of double faced vertical cut: Single track system The geometry of double faced reinforced vertical wall for single track system can be seer Case a: Vertical reinforced soil wall for single track system.
Fig. 6.23 Geometry of double faced vertical cut: Single track system The geometry of double faced reinforced vertical wall for single track system can be seer Case a: Vertical reinforced soil wall for single track system.
Fig. 6.24 Variation of FOS with vertical height of wall
Fig. 6.24 Variation of FOS with vertical height of wall
Fig. 6.25 Variation of FOS with vertical height of wall
Fig. 6.25 Variation of FOS with vertical height of wall
Fig. 6.26 Single track system: Bearing capacity failure for wall height 15 m 15 m height reinforced wall with earthquake forces is presented as in Fig. 6.26. Case b: Vertical reinforced soil wall for double track system With non-rigid base condition and for wall height equal to and above 15 m, bearing Fig. 6.27 represents the geometry of the vertical reinforced soil walls for double railway
Fig. 6.26 Single track system: Bearing capacity failure for wall height 15 m 15 m height reinforced wall with earthquake forces is presented as in Fig. 6.26. Case b: Vertical reinforced soil wall for double track system With non-rigid base condition and for wall height equal to and above 15 m, bearing Fig. 6.27 represents the geometry of the vertical reinforced soil walls for double railway
Fig. 6.27 Geometry of double faced vertical cut: Double track system Problem 6.6:
Fig. 6.27 Geometry of double faced vertical cut: Double track system Problem 6.6:
Table 6.8: Stability Analysis: Double track system Fig. 6.28 Variation of FOS with height of wall (No seismic load)
Table 6.8: Stability Analysis: Double track system Fig. 6.28 Variation of FOS with height of wall (No seismic load)
Fig. 6.29 Variation of FOS with height of wall (with seismic load)
Fig. 6.29 Variation of FOS with height of wall (with seismic load)
Table 6.9: Stability Analysis: Double track system with earthquake force made. It is seen that the factor of safety values decrease with increase in height of the wall for
Table 6.9: Stability Analysis: Double track system with earthquake force made. It is seen that the factor of safety values decrease with increase in height of the wall for
Fig. 6.30 Double track system: Bearing capacity failure for wall height 20 m to 20 m with and without earthquake force. The critical surface is shown in Fig. 6.30.
Fig. 6.30 Double track system: Bearing capacity failure for wall height 20 m to 20 m with and without earthquake force. The critical surface is shown in Fig. 6.30.

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divyansh pandey

2021

The present paper investigates the stability condition of excavated slopes along new 3 rd line on Barkhera-Budni track on Bhopal-Itarsi rail route of West-Central Railway. The entire length of track alignment falls in the Deccan Plateau characterized by steep Ghat area. The track section contains highly jointed sandstone, shale and limestone which are prone to different form of rock failures intensified by moderate to high weathering conditions of the existing rock mass. Natural calamities such as cloud burst was also reported at specific section in rainy season that enhances the erodibility of the slope materials onto the proposed track. The proposed railway track is going to be one of the busiest routes making it less approachable for slope corrections in future. Therefore, this necessitates a site-specific stabilization solution of vulnerable excavated slopes for long-term stability and safe transportation along the proposed route. Prior to stability analysis, field and laboratory investigation were conducted to assess the geotechnical properties of rock. The common problems identified during site investigation were large boulders adjacent to track, water seepage into the slopes, sudden movement of slope materials during rainy season and limited Right of Way (RoW) for the project. Based on the observed susceptibility conditions of slopes, stability analysis was performed through Limit Equilibrium Method (LEM) using Mohr-Coulomb strength criteria. The Factor of Safety (FoS) of 1.5 is considered for safe slope design in existing rock mass conditions. Based on the failure patterns, FoS and analyzed stabilization scenario, benching of the slope along with RCC super passage wall towards the hill side with drainage towards track has been recommended as a stabilization measure with a drainage at every bench for effective disposal of water for seepage treatment. Rock bolting with combination of Steel and Poly Fiber Reinforced Shotcrete (SPFRS) were suggested to obtain the desired FoS whereas shotcrete along with wire mesh has been used for highly vulnerable weathered sections.

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Construction of Optimal Railway Formation and Foundations
SAURABH SINGH

Synopsis: While selecting a foundation type most often it has been observed that there is no coordination between structural and geotechnical designers. The structural engineer feels that in overall design of structure the role of geotechnical engineer is very limited and of least importance, the former expects that later one should give him Safe Bearing Capacity after that he will start designing whereas the later one expects from the former the forecasted load and foundation dimension before starting calculations of Safe Bearing Capacity. The reason behind these conflicts is that both of them have confined themselves in the boundaries of structural and geotechnical terminology and they forgets that basically they are Civil Engineers. This trust deficit and lack of coordination leads to over conservative design and factor of safety goes upto 8 or 9 which costs to the tax payers hard earned money indirectly. In this paper an effort had been made to review the basic concepts of soil mechanics so that fundamental mistakes done in design/construction of railway formation and foundation could be avoided. This paper will help in understanding the very basic concepts of soil mechanics. How investment of a less than 1% of the total cost of project in geotechnical investigations and design, could save upto 8-10% of overall cost with safe and timely completion of projects. Introduction: Construction of railway formation, ROB/Bridge foundations projects are big projects and take years to complete. The construction engineers are always in pressure to complete the work and they need the help of geotechnical and structural consultants at various stages. Most of the time it happens that there is no conversation and exchange of data between structural, geotechnical and construction engineers and each of them works in isolation and design there portion conservatively which ultimately makes the structure over safe sometimes with factor of safety 8 to 9. In the subsequent Para few basic concepts of soil mechanics have been discussed which emphasizes the need of close coordination among geotechnical, structural and construction engineers and enables the railway construction engineer to cross check the consultancy reports.

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The Basing of Stabilization Parameters of a Fortified Railway Bed
Fatmah_niazi.alkhdour Alkhdour

The article is devoted to stabilization parameters determination of reinforced railway bed. At the present time, the railway plays the leading role in transport system to ensure the needs of freight and passenger traffic. In modern conditions railway operation concentrates on ensuring the necessary level of track reliability, including the roadbed, this is one of the main elements of road structures. The purpose of this article is the determination of basic parameters of stress-strain state to stabilize the soil subgrade embankment by reinforced materials. Methodology. To achieve this goal the following tasks of researches were solved: the effect of reinforcing layer of geomaterial on deformation properties of soil subgrade in various design of strengthening was investigated, the distributions of stresses in the subgrade were determined, reinforced of geomaterials under state load. Experimental studies to explore the nature of the deformation model subgrade at various degrees of stress were carried out. Findings. The analysis of the results of performed experimental and theoretical studies permitted to do the following conclusions. In conducting researches determined the distribution of stresses in the subgrade reinforced geomaterials under static load. The complex of experimental studies allows exploring the nature of the deformation model subgrade at various degrees of stress. Originality. On the basis of the theoretical studies have been regarded the problem of determining the stress-strain state of subgrade reinforced geomaterials by measuring stresses in its application for step loads. Practical value. The practical value was presented by the results of evaluating the effect of reinforcing way for changing the stress-strain state of subgrade.

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Guidelines for Earthwork in Railway Projects For official use only GOVERNMENT OF INDIA MINISTRY OF RAILWAYS GUIDELINES FOR EARTHWORK IN RAILWAY PROJECTS
GOPALAKRISHNA KAMIREDDI
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Geogrid reinforced railway embankment on soft soil – Experiences from 5 years of field monitoring
Stanislav Lenart
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Subgrade Improvement Method for Existing Railway Lines : An Experimental and Numerical Study
Emmanuel Bourgeois

As a part of the European research project INNOTRACK (INNOvative TRACK systems) which aimed at reducing the Life Cycle Cost (LCC) of railway infrastructure, an original research work was undertaken in collaboration between two companies (Keller Foundations and Solétanche Bachy), SNCF (French National Railway Company), and LCPC (French Public Works Research Laboratory). A field test was carried out on a railtrack of the high-speed line in Northern France. The main objective of this work was to show the feasibility of a technique of reinforcement of the subgrade of existing tracks. The method consists in building vertical soil-cement columns under the sub-ballast layer without removing the track. This technique limits the duration of maintenance work and, consequently, traffic interruption. In addition, it makes use of the existing soil, reduces the amount of concrete and cement needed, and does not create stiff zones at the location of each column that might accelerate the degradatio...

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Stability of the Railway Subgrade under Condition of Its Elements Damage and Severe Environment
Mykola Sysyn

MATEC Web of Conferences, 2019

Investigation of damages of the subgrade slope in combination with its overwetting and rolling stock loading, which significantly affects safety traffic of the railway transport, has been carried out. The complex method of slope stability estimation of the subgrade is developed, which includes calculation of loads and vibration action of rolling stock on the main site of the subgrade, as well as the dynamic model of vibrations propagation in the body of the subgrade embankment and the model of plastic deformations accumulation. Dynamic and nonlinear plastic models are based on a finite-element model of the cross section of the subgrade. The plastic model takes into account the characteristics of soil strength of the subgrade, depending on the area of the vibration load impact. The developed method allows to carry out the estimation of external and internal factors impact on occurrence of subgrade destruction, which is of practical value for safety state estimation of the railway transport.

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Embankment design for high speed trains on soft soils Conception de remblais sur sols meubles pour les chemins de fer à grande vitesse
Franco Vialli

In the Netherlands the Projectorganization HSL-South is involved in the construction of the high-speed link between Amsterdam and Brussels. Embankments overlying very soft soils are being considered with high train velocities, short construction time and very strict requirements on residual settlements being important factors in the design of the works. Given these requirements it was thought that conventional railway embankments would not be appropriate and the No-Recess research program was initiated. No-Recess stands for New Options for Rapid and Easy Construction of Embankments on Soft Soils. The design process and field trials are proving successful in demonstrating the application of recently developed geotechnical techniques and in testing new design methods that predict the dynamic performance (in terms of the 'critical velocity') of new embankments and for upgrading existing railways across soft soils. RÉSUMÉ: Aux Pays-Bas, l'organisation du projet HSL-Sud participe à la construction d'une liaison à grande vitesse entre Amsterdam et Bruxelles. La conception des travaux est caractérisée par trois facteurs importants: la prise en compte de remblais recouvrant des sols très meubles dans le cadre de vitesses importantes de circulation des trains, une courte période de construction et des contraintes très strictes en ce qui concerne les tassements résiduels. Ces contraintes rendent inappro-priés les remblais conventionnels, aussi un programme de recherche No-Recess (New Options for Rapid and Easy Construction of Embankment on Soft Soils) centré sur la définition de "nouvelles options pour la construction rapide et facile de remblais sur sols meubles" a été lancé. Le processus de conception et les essais sur le terrain se sont révélés fructueux pour la démonstration de l'application des techniques géotechniques récemment mises au point, pour l'expérimentation de nouvelles méthodes de conception capables de prévoir la performance dynamique (en termes de "vitesse critique") des nouveaux remblais, ainsi que l'expérimentation de méthodes de réhabilitation des chemins de fer existants traversant des sols meubles.

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Ground improvement techniques for railway embankments
Myint Bo

Proceedings of the ICE - Ground Improvement, 2009

Ground Improvement 162 Issue GI1

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