Ballast deformation and track deterioration &gt;

Shenton, M J

doi:10.1680/tt.02289.0026

Cited by 75 publications

(64 citation statements)

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“…Furthermore, the subgrade modulus settlement model found in Graft is similar to the findings of Shenton (1985) based on laboratory and field experiments. Shenton (1985) proposed…”

supporting

confidence: 80%

“…Thus the contribution of the subgrade to track settlement is less after the track has been in service for a while. This is similar to the linear term in the Shenton (1985) equation and to another settlement equation proposed by Sato (1995), which is not discussed in this paper. From the field study, Selig and Waters (1994) found the following parameters: K 1 ¼ 0 .…”

supporting

confidence: 71%

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Railway track performance study using a new testing facility

Kennedy

Woodward

Banimahd

et al. 2012

Proceedings of the Institution of Civil Engineers - Geotechnica

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This paper presents results from full-scale laboratory research on railway tracks using the geopavement and railway accelerated fatigue testing (Graft) facility at Heriot-Watt University. A typical ballast depth of 300 mm has been considered, overlying subgrade soil (a typical situation on site). Sub-ballast has not been used, to ensure that only ballast and subgrade behaviour are investigated. The influence of load level and subgrade stiffness for a typical UK track is presented, and from the results a new railway track settlement equation is proposed that fits the measured data in Graft well. The proposed equation can predict track settlement in Graft after a number of cycles for any applied load, and for the clay and subgrade Young's modulus considered in this paper. The threshold stress concept used in fine-grained subgrade materials, granular materials and within railway track design processes has been considered, and a new track parameter (t) within the track settlement equation has been proposed to account for this. The equation has been compared with other previously published equations with different parameters that are based on both laboratory and field measurements, and similarities have been found. This paper demonstrates how the Graft facility can accurately simulate the railway track response.

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“…Furthermore, the subgrade modulus settlement model found in Graft is similar to the findings of Shenton (1985) based on laboratory and field experiments. Shenton (1985) proposed…”

supporting

confidence: 80%

supporting

confidence: 71%

Railway track performance study using a new testing facility

Kennedy

Woodward

Banimahd

et al. 2012

Proceedings of the Institution of Civil Engineers - Geotechnica

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“…Usually those equations involve empirical expressions that depend on parameters such as: maximum vertical pressure on the ballast, sleeper reaction force on the ballast, initial ballast deformation, sleeper elastic deflection, number of loading cycles and other constants. A power law in relation with the number of loading cycles has been proposed in the literature, 5,6,7 while logarithmic formulations are used by a number of authors 8,9 and other authors 10,11,12 use a rate form. A detailed discussion of these empirical laws is given in Dahlberg.…”

Section: Research Backgroundmentioning

confidence: 99%

A computational procedure for prediction of ballasted track profile degradation under railway traffic loading

Nguyen

Villalmanzo

Ruigómez

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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A computational procedure is developed in the present paper, allowing the prediction of the ballasted track profile degradation under railway traffic loading. In this procedure, an integration of the short-term and long-term mechanical processes of track deterioration is taken into account, using a track degradation model. This degradation model is incorporated into a finite element code where two modes of calculation are implemented: the ''implicit mode'' concerns the short-term track deterioration, in which the hypoplastic model is used for the ballast layer and the dynamic response to an instantaneous train axle passage is obtained to serve as input data for the ''explicit mode'', which concerns the simulation of long-term track deterioration, using the accumulation model for ballast layer. The whole procedure is illustrated on the prediction of the ballasted track profile degradation of a track section of 100 m. The results show a significant influence of the type of track geometry defects and the vehicle velocity on the evolution of track deterioration and the capability of the proposed procedure in reproducing the track profile degradation.

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“…Shenton (1985) avait proposé une loi 10 de tassement vertical du ballast, obtenue par calage avec des mesures de tassement vertical effectuées en voie : [10] T N = K 1 N 0,2 + K 2 N où T N est le tassement total cumulé de la voie, K 1 un terme tenant compte de la perturbation du ballast suite au bourrage (terme intervenant surtout lors du premier million de cycle) et K 2 le terme pilotant le tassement pour les grands nombres de cycles. K 1 et K 2 dépendent de plusieurs facteurs comme : la charge à l'essieu, le type de rail, le travelage, et la raideur de la voie.…”

Section: Loi Globale De Tassement Latéral Du Ballastunclassified

Détermination expérimentale d'une loi de tassement du ballast des voies ferrées soumises à un chargement latéral

Bodin-Bourgoin¹,

Tamagny²,

Sab³

et al. 2006

Can. Geotech. J.

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Un banc d'essai à échelle un tiers représentant une portion de voie ferrée a permis de déterminer une loi de tassement latéral du ballast. Le dispositif expérimental est composé d'une traverse bi-bloc entourée de ballast et posée sur une couche d'élastomère ou de bois représentant le sol. Un vérin exerce un signal équivalent au passage d'un train. Deux similitudes ont été testées sur ce banc d'essai. La première conserve la masse volumique du ballast et le champ de contraintes sous les blochets, et la seconde conserve la masse volumique du ballast et l'accélération. Les mesures de tassement sont différentes dans les deux similitudes, ce qui nous permet de déduire le phénomène pertinent responsable du tassement : les vibrations. Nous avons identifié deux lois de tassement latéral du ballast : l'une valable après peu de cycles de chargement et l'autre adaptée à un grand nombre de cycles. La somme de ces deux lois permet de décrire le comportement global du ballast sous chargement. Ces lois sont en accord avec les mesures effectuées en voie.Mots clés : ballast, tassement, expérience, échelle réduite, voie ferrée. Abstract:A one-third scale bench test representing a portion of railway track has permited to determine a lateral settlement law of the ballast. The experimentation uses a two-block sleeper with ballast and with elastomeric or wood representing the soil. A jack exerts the same signal as the train. Two similitudes have been tried with the bench test. The first one conserves the volumetric mass of the ballast and the stresses just under the blocks, and the second one conserves the volumetric mass of the ballast and the acceleration. Measured settlements are different in the two cases of similitude. From this it may be deduced that one phenomenon is responsible for the settlement: vibrations. We have identified two laws for the lateral settlement of the ballast: one for a few cycles and another one for a lot of cycles. The sum of these two laws can describe the whole behaviour of the ballast. These laws are in accordance with the measurements made on track.

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Ballast deformation and track deterioration >

Cited by 75 publications

References 0 publications

Railway track performance study using a new testing facility

Railway track performance study using a new testing facility

A computational procedure for prediction of ballasted track profile degradation under railway traffic loading

Détermination expérimentale d'une loi de tassement du ballast des voies ferrées soumises à un chargement latéral

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