Field Investigation of the Dynamic Response of Culvert–Embankment–Culvert Transitions in a High-Speed Railway

Abstract

The stiffnesses of embankments and culverts differ in the transition sections of high-speed railways (HSRs) due to their different supporting conditions. The dynamic irregularity caused by the different stiffnesses makes this transition area the weakest part of high-speed railways. Graded crushed stone combined with 5% cement is typically used to fill the subgrade in these transition areas. Thus, three different particle size ratios of crushed stone were matched and tested regarding the construction parameters to explore the most suitable materials to fill the roadbed in a transition section. Then, field dynamic tests were carried out on the culvert–embankment–culvert transition area where trains run at speeds of 5–360 km/h. A time-domain analysis of the test data was performed to obtain the laws of variation that cause the dynamic characteristics to change with the railway line and roadbed layer and the changes induced by a train’s running speed, operating direction, and axle weight. The results indicate that (i) it is feasible to fill transition section roadbeds with well-graded crushed stone combined with 5% cement with optimal water contents; (ii) extreme dynamic responses in some special sections are observed, suggesting the value of taking special measures at the transition section. For example, the sections 14.5 m and 30 m from the 679 culvert and the bed layer should be specially stabilized; (iii) the train’s axle load and driving direction show a great effect on corresponding sections and layers but present a small effect on the sections and layers nearby; and (iv) 260 km/h is a critical speed.

In Situ Investigation of the Dynamic Response and Settlement in the Expressway Culvert–Subgrade Transition Section Using a Vibration Exciter

“…Mei scrutinized the attributes of peak dynamic displacements occurring along the track and transition subgrade under the influence of heavy-haul trains through field dynamic testing [29]. Hu undertook field dynamic tests within the culvert-embankment-culvert transition zone, encompassing train operating speeds spanning 5-360 km/h, and revealed that the train axle weight and travel direction exerted a more pronounced influence on the sections and layers within the immediate vicinity [30]. Huang executed field-monitoring tests within the context of the foam-concrete roadbed-culvert transition zone in a ballast railway and derived the relationship between the thickness of the foam-concrete layer and the dynamic response parameters [31].…”