Remediation of Mud Pumping on a Ballasted Railway Track

Hudson, A.P.; Watson, Geoff; Pen, Louis Le; Powrie, W.

doi:10.1016/j.proeng.2016.06.103

Cited by 46 publications

(22 citation statements)

References 15 publications

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“…Liquefaction being a deep-seated phenomenon occurring under the action of dynamic accelerations with the effective stresses dropping to zero, whereas mud pumping occurs at shallow depths (i.e. low confining pressure) due to the repetitive (cyclic) loading applied over a considerable period of time at the subgrade-ballast interface as a result of long freight or heavy haul trains (Duong et al 2013;Hudson et al 2016;Wheeler et al 2017). Additionally, the heavy haul train loading frequency range adopted to examine the cyclic behaviour of a subgrade soil (> 1.0 Hz) is significantly larger than that used for investigating liquefaction under seismic loads (Muramoto et al 2006;Indraratna et al 2010;Trinh et al 2012;Duong et al 2014;Yang and Pan 2017).…”

Section: Introductionmentioning

confidence: 99%

Laboratory study on subgrade fluidization under undrained cyclic triaxial loading

et al. 2020

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A long term issue that has hampered the efficient operation of heavy haul tracks is the migration of fluidized fines from the shallow soft subgrade to the overlying ballast, i.e., mud pumping. This paper presents a series of undrained cyclic triaxial tests, where realistic cyclic loading conditions were simulated at low confining pressure that is typical of shallow subgrade beneath a ballast track. Subgrade soil specimens with a low plasticity index collected from a field site with recent history of mud pumping were tested at frequencies from 1.0 to 5.0 Hz and a cyclic stress ratio (CSR) from 0.1 to 1.0. The experimental results indicate that under adverse loading conditions of critical cyclic stress ratio (CSRc) and frequency, there is upward migration of moisture and the finest particles towards the specimen top, and this causes the uppermost part of the soil specimen to soften and fluidize. Conversely, a smaller value of CSR tends to maintain stability of the specimen despite the increasing number of loading cycles. It is noteworthy that for any given combination of CSR and frequency, the relative compaction has a significant influence on the cyclic behaviour of the soil and its potential for fluidization.

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Section: Introductionmentioning

confidence: 99%

Laboratory study on subgrade fluidization under undrained cyclic triaxial loading

et al. 2020

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“…This can be a straight way for a water pocket (or in other words: ballast pocket or water bag) to being formed. This problem can be hard to solve, be-cause the simple ballast exchange is not enough, very ineffective [36].…”

Section: The Railway Substructure In Generalmentioning

confidence: 99%

Review of the Modern Ballasted Railway Tracks’ Substructure and Further Investigations

Eller

Fischer

2019

STP

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Purpose. The authors' aim is to summarize the results of relevant international publications and, based on these, to give a comprehensive review about the modern ballasted tracks' substructure. Methodology. This article is a start of a PhD research, which means it was proceeded by a secondary research. At first, the substructure and its protection layers were summarized, after that the geosynthetic cementious composite mat materials, especially the Concrete Canvas are discussed. Findings. The experiences of the geosynthetics' and other protection layers' functions, show that a possible using of the GCCM (geosynthetic cementious composite mat) under the ballast can be a good solution for renewing short sections in the railway tracks. Originality. One of the authors-namely Balázs Elleris a PhD student at Szechenyi Istvan University in Gyor (Hungary). His research topic is the reinforcement possibilities of railway substructure with the usage of special (mainly cement-bonded) layers. This article was written to collect and summarize the up to date knowledge related to modern ballasted railway tracks' substructure to be able to determine the following research ways and possibilities at this topic. The research plan will be sentenced in the near future, as well as the required laboratory and field tests will be prepared. Practical value. As expectation, after having executed the related research, the advantages and disadvantages of GCCM layers in the railway substructure will be able to defined, as well as factual deterioration process can be determined related to the ballasted tracks and their geometrical stability.

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“…The relatively old existing rail infrastructure, together with the continuous increase in freight tonnage, have triggered various geotechnical problems in existing railroads involving both, subgrade and embankment. Geotechnical problems associated with railroads are related (but not limited) to (a) mud pumping (eg,); (b) subgrade subsidence (eg,); (c) progressive shear failure (eg,); (d) ballast pocket (eg,); (e) massive shear failure (eg,); (f) subgrade cavities and collapse (eg,); (g) shrink‐swell soils (eg,); and (h) frozen soils (eg,). Railroads issues associated with shrink/swell soils are discussed in detail in Sanchez et al…”

Section: Introductionmentioning

confidence: 99%

Numerical study on the effect of rigid inclusions on existing railroads

Wang

Sánchez

Briaud

2019

Num Anal Meth Geomechanics

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Summary Railroad track problems have been exacerbated by the continuous increase in freight loads and train traffic. The need to implement soil improvement technique in a relatively short window‐time (ie, to minimize train‐traffic disruption) is a key aspect to be considered when adopting a convenient remedial solution to control settlements in railroads constructed on problematic subgrades. Rigid inclusions are selected in this paper because they are reliable solutions relatively easy to implement. Furthermore, they can be used in different ground conditions and are suitable for short construction times (eg, do not require a curing time, as in grouting methods). Typical (analytical) methods for the design of rigid inclusions are adopted in this paper to define an optimal distribution of piles for the case of existing railroads. The selected layout is then analyzed in detail by means of a 3‐D dynamic finite element simulator using both, elastoplastic and elastic models. The performance of rigid inclusions is studied considering different operational scenarios, with dynamic and static loads, as well as involving subgrades with different plasticity index values. It is found that the predictions from the analytical design methods for rigid inclusion tend to be unconservative when compared against the finite element results. As for the numerical solutions, the most unfavorable stress condition is associated with the dynamic elastoplastic finite element solution. It is estimated that the rigid inclusions will contribute to a reduction in the ground settlements of around 15% to 20%, depending on the subgrade plasticity index.

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Remediation of Mud Pumping on a Ballasted Railway Track

Cited by 46 publications

References 15 publications

Laboratory study on subgrade fluidization under undrained cyclic triaxial loading

Laboratory study on subgrade fluidization under undrained cyclic triaxial loading

Review of the Modern Ballasted Railway Tracks’ Substructure and Further Investigations

Numerical study on the effect of rigid inclusions on existing railroads

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