WO2002016695A1 - Method of stabilizing particulates - Google Patents

Method of stabilizing particulates Download PDF

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Publication number
WO2002016695A1
WO2002016695A1 PCT/GB2001/003679 GB0103679W WO0216695A1 WO 2002016695 A1 WO2002016695 A1 WO 2002016695A1 GB 0103679 W GB0103679 W GB 0103679W WO 0216695 A1 WO0216695 A1 WO 0216695A1
Authority
WO
WIPO (PCT)
Prior art keywords
ballast
mcs
track
polymer
stabilised
Prior art date
Application number
PCT/GB2001/003679
Other languages
French (fr)
Inventor
Robert Malcolm Moss
Peter Keith Woodward
Original Assignee
Hyperlast Limited
Heriot-Watt University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hyperlast Limited, Heriot-Watt University filed Critical Hyperlast Limited
Priority to US10/362,034 priority Critical patent/US20040109730A1/en
Priority to HU0300774A priority patent/HUP0300774A2/en
Priority to CA002420047A priority patent/CA2420047A1/en
Priority to PL36131101A priority patent/PL361311A1/en
Priority to EP01963125A priority patent/EP1309759A1/en
Priority to AU8415901A priority patent/AU8415901A/en
Priority to EA200300280A priority patent/EA004335B1/en
Priority to AU2001284159A priority patent/AU2001284159B2/en
Publication of WO2002016695A1 publication Critical patent/WO2002016695A1/en
Priority to NO20030768A priority patent/NO20030768L/en

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Classifications

    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01BPERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B37/00Making, maintaining, renewing, or taking-up the ballastway or the track, not provided for in a single one of groups E01B27/00 - E01B35/00
    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01BPERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00Characteristics of the track and its foundations
    • E01B2204/03Injecting, mixing or spraying additives into or onto ballast or underground

Definitions

  • This invention relates to a method of stabilizing particulates
  • MCS multi-component systems
  • resins are used to bind the particulates together.
  • the speed of the stress shock waves for example, compressive, shear and
  • the MCS is preferably applied in the
  • the MCS is
  • cement or asphalt based fillers examples include cement or asphalt based fillers.
  • stabilising particulates comprising the steps of:-
  • MCS multi-component system
  • the method preferably also includes the steps of:-
  • the invention also provides a Stabilised ballast structure in a railway
  • the method may include the additional step of selecting or
  • MCS may preferably be used to increase the vertical and/or lateral
  • the structure e. in a railway track application, the rails, sleepers, cutting,
  • MCS application may prevent dissipation of surface and substructure
  • Invention may be used for:-
  • main lines including high speed lines
  • Figure 1 is a diagram of a track assembly including
  • Figures 2 and 2b are respectively transverse and longitudinal (in
  • Figure 1 1 is a view showing applications of ballast with
  • Figure 12 is a longitudinal
  • Figure 13 is a flow diagram of the evaluation method
  • Subgrade 14 may comprise any natural or engineered terrain
  • Figures 2a and 2b relate to stabilisation of points, crossing and other
  • CbM Crib Tie-back Method
  • the width of the anchors may or may-not
  • composition of the polymer is selected based on the required
  • the tensile strength and shear strength properties of the polymer are determined as part of the design process.
  • Figures 3a and 3b show a structure to stabilise the vertical movement
  • the ladder comprises a beam 17, 18
  • the unstabilised ballast are used to 'lock' the unstabilised ballast into the
  • polymer properties for example polymer stiffness
  • Figures 4a and 4b show a type 2 design for poor formations and high
  • ballast depth is not sufficient to ensure
  • design holes 20 are drilled into the sleepers 1 1 at various locations to allow
  • replaced ballast 12 is then stabilised using the polymer producing a
  • the polymer is also designed to enable it to 'pool' at
  • ballast/subballast interface forming an integral polymer membrane 23.
  • the depth of stabilised ballast (from the ballast/subballast interface) may extend up to the
  • Figures 6a and 6b show a design wherein the polymer is used to ensure
  • the polymer stiffness is usually set high to ensure
  • polymer is used to provide a continuous
  • the blanket 26 is used to provide ballast stability against train generated
  • polymer stiffness is generally set low to increase the damping properties of
  • the vibration may originate from many sources including
  • Figures 8a and 8b show an embodiment for stabilisation of cyclic-top.
  • Cyclic-top problems generally originate from track misalignment problems
  • a wet-spot site may generate oscillations in the train suspension system
  • Cyclic top can
  • ballast can be continuous (as shown in Figure 8) or may make use of the ballast
  • the polymer properties are selected based on the
  • a uniform track modulus value For example, a uniform track modulus value
  • FIGS 9a and 9b show an arrangement of stabilised ballast for
  • ballast key 30 (or keys)
  • the ballast keys maybe formed from stabilised ballast as shown in Figure
  • polymer properties are selected based on the criteria discussed in Example
  • ballast keys 30 extend longitudinally
  • Stabilised beams 31 may be applied at both sides of the sleepers 1 1 to resist trains that are both faster and slower than the design track curve
  • FIGs 10a and 10b show an arrangement for mainline ballast
  • the subgrade surface is shaped so that it is parallel to the rail.
  • the polymer can be applied to ensure that a given ballast layer 32
  • This ballast layer 32 is applied at a specified
  • the polymer can be applied in a similar way to that described for the new track.
  • the polymer is again used to form
  • ballast from its mid-point down to
  • Figure 1 1 shows a typical application of the polymer to
  • ballast placer 33 is used to place a first layer of ballast in front of an
  • the designed polymer stabilisation technique can be used to form
  • the polymer/ballast composite changes in track stiffness.
  • the polymer/ballast composite is the polymer/ballast composite
  • the design would encompass the spatial location of the polymer, for example a tailored lower level
  • ballast shear wave and track velocities can be achieved to
  • transition zone The purpose of the transition zone is to help reduce
  • a designed based ballast stabilisation treatment can reduce
  • the bridge deck 35 is
  • stabilised ballast 36 which is sloped at each
  • transition zones maybe formed by either increasing the slope of
  • Figure 10 is the stabilisation of a set of points over which axle loads of 25T
  • MTT Gross Tonnes
  • ballast is of a dolerite basalt type with a type D 50 of 28mm.
  • the ballast depth is between 3Q0-400mm, with a subballast layer between
  • the subgrade shear-wave velocity is calculated to be around 150m/s.
  • example primarily concentrates on the static analysis of the track.
  • ballast and subballast stiffness values are around 200MPa and
  • the void ratio of the ballast is around 0.72 with a unit weight of 16kN/m 3 ).
  • investigation material parameters as input to a static mathematical, model, based on the finite element method.
  • dimensional finite element mesh used comprises 2100 elements of the
  • the mesh is spilt into several layers to simulate the
  • ballast, suballast and subgrade are
  • the mathematical model is first used to verify the current lateral
  • the required performance is set at 5mm lateral deflection
  • the simulated modelling shows increases in lateral stability, for this case particular case, of approximately 6 times greater than the
  • the tests include, direct shear box testing,
  • the stabilised ballast experienced around 1.0mm plastic deformation.
  • ballast is therefore far superior to the unreinforced ballast in both strength
  • the program allows the user to examine the change in the track behaviour
  • a ballast layer comprises an aggregate of crushed limestone of mean
  • the MCS comprises for example a polyurethane having the following
  • composition mixed using a Graco Hyrocat (Trade Mark) based machine
  • ballast is a sand carpet.
  • the design may
  • the polyurethane comprises the following two components, which are:
  • Component A (Polyol)
  • Sorbitol based polyether 28% parts by weight
  • Component B isocyanate
  • MDI diisocyanate
  • composition including ballast at 5% level gives the following
  • Compressive modulus - 100 - 800
  • a 10%, loaded rail ballast is prepared using a polyurethane/bitumen
  • the isocyanate terminated pre-polymer is added to a cationic
  • the pre-polymer is based on the following:-
  • the pre-polymer/bitumen composition is sprayed onto the ballast at a
  • composition cures in two hours, and provides an elastic solid whose
  • alkaline agents such as sodium silicate solution, calcium hydroxide and
  • magnesium hydroxide and magnesium hydroxide and magnesium hydroxide are magnesium hydroxide and magnesium hydroxide and magnesium hydroxide
  • ballast used similarly to bind a particulate material such as ballast to produce a
  • ballast layer location to be sprayed or otherwise applied to the ballast layer is determined
  • the polymer formulation enables the ballast to be wetted out and

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Railway Tracks (AREA)
  • Investigation Of Foundation Soil And Reinforcement Of Foundation Soil By Compacting Or Drainage (AREA)

Abstract

Particulates, partially ballast in a railway track, are stabilised by adding a multi component system synthetic material selectively to the ballast in accordance with the results of analysing the results of a site survey with a mathematical model, to produce a structure of stabilised elements in the ballast, with unstabilised parts, to provide required structural reinforcement.

Description

METHOD OF STABILIZING PARTICULATES
This invention relates to a method of stabilizing particulates
It is known from a number of prior proposals to attempt to modify the
properties of particulate engineering structures, such as railway ballast, for
example to improve stability, by effectively 'holding' the stones together.
Examples are EP-A- 0, 502, 920, EP-A-0, 641 , 407 and DE-A-394142
wherein multi-component systems, (MCS) such as epoxy or polyurethane
resins are used to bind the particulates together.
The engineering behaviour of particulate supported structures is
modified when MCS are applied. In particular, the engineering strength and
stiffness characteristics are increased. Addition of MCS also modifies the
dynamic characteristics, modifying properties such as the damping ratiq and
the speed of the stress shock waves (for example, compressive, shear and
surface waves).
When applying a multi-component system to particulates it is
desirable to ensure that the reinforced and stabilised structure performs to
an acceptable level during its life cycle. The MCS is preferably applied in the
correct spatial position and down to the correct depth to ensure that the
desired engineering behavioural improvements are obtained. The MCS is
also preferably designed chemically to ensure that its desired properties are
correct for the particular application under consideration, for example
stiffness, strength, viscosity, fatigue limits, acoustic damping, temperature range, biocidal and hydroscopic properties and curing time. Each particular
application of the MCS is likely to be different, since each site application
will be different with respect to geometry, surface/subsurface structural
conditions and engineering characteristics. Additional additives for the MCS
may be required to achieve the desired behaviour and predictability, for
example, cement or asphalt based fillers.
Incorrect application of MCS may lead to premature failure of the
modified structure. In very severe cases, this may lead to unplanned
responses and/or catastrophic failure.
It is an object of the invention to provide a method for the treatment
of particulate based structures which enables these desirable objectives to
be attained.
According to the invention therefore, there is provided a method of
stabilising particulates comprising the steps of:-
a) surveying the surface and substructure of a site using sensing
apparatus and combining with any available existing site data;
b) analysing the results so obtained to determine;
I) where a multi-component system (MCS) is to be applied;
ii) the quantities of MCS to be used;
iii) properties of the MCS; and
c) carrying out selective application of MCS to the structure as determined by the analysis.
Additionally, the method preferably also includes the steps of:-
- analysing the load characteristics required, and
- analysing the structure of in-situ particulates.
The invention also provides a Stabilised ballast structure in a railway
track made by this method.
The method may include the additional step of selecting or
formulating a suitable, for example polyurethane based, MCS coating
material. The method makes possible the adaption of offsite and/or modular
creation of components to achieve stabiliblisation of particulates and
surrounding structures.
MCS may preferably be used to increase the vertical and/or lateral
structural stability (eg. stiffness and strength) and needs to be carefully
controlled to ensure that the stresses and forces dynamically, transiently or
statically are within the fatigue or strength limits of the MCS reinforced
structure with a given factor of safety for the desired life cycles under
consideration. Using an inappropriate MCS may lead to premature and/or
unpredictable failure or undesirable performance deterioration of the
reinforced structure.
Addition of MCS modifies the static and dynamic behaviour of the
particulate structure and therefore the whole or partial structural response. The change in the static and dynamic behaviour is related to the particular
variant of MCS being applied and to the spatial location and properties of
the structure (eg in a railway track application, the rails, sleepers, cutting,
embankment, or in a roadway, the pavement, sidewalk, drainage, road
surface and subsurface), ballast, subballast, subgrade etc.). This change
needs to be assessed to ensure that it is not detrimental with respect to the
static and dynamic behaviour of the applied static and transient loads.
The development of an MCS membrane or barrier, through inappropriate
MCS application, may prevent dissipation of surface and substructure
excess pore pressures leading to failure or undesirable performance of the
structure. Therefore further design considerations need to be taken into
account before MCS is applied, particularly if a desired design objective is
the creation of an impermeable interlayer to ensure the desired properties
of performance (eg. drainage etc.) are achieved.
Using MCS to stabilise and reinforce the 'wet-spot' areas (ie. areas prone
to mud-pumping under load) also needs to be carefully controlled. Addition
of MCS creates a change in the static and dynamic interaction behaviour
and may create further problems and therefore needs to be assessed.
Using MCS as a tailored 'lead-in' to dynamically differently performing
natural or manmade structures such as geological features or bridge decks
needs to be assessed to ensure that the modified dynamic characteristics
are appropriate. This is to prevent for example additional vibrations being induced, leading to 'load-bounce' or return Shockwaves.
Particulates Reinforced and Stabilised by the Treatment Method of the
Invention may be used for:-
Short/long term stabilisation of overstressed structures (eg. mud-
pumping and 'wet-spots' in railway track);
Vertical, lateral and longitudinal stabilisation (in railway track for
example, of transition curves, super-elevations, junctions/points/crossings
and main lines, including high speed lines) for example, to reduce
maintenance.
Stabilisation of particulate structures in tunnels;
Stabilisation of retaining walls, inclines, taxiways and landing areas;
Reinforcement of bridge decks including increasing particulate stiffness
before and after bridges to prevent loads bouncing.
Reinforcement and stabilisation to ensure tight tolerances are maintained
eg. (in rail systems for normal, double-decker and high speed tilting trains
and other types of trains.
Reduce subgrade stresses through increased MCS stiffness and strength
properties.
Reduce subgrade stresses by increasing particulate stiffness to help
prevent local pocketing of subgrades.
Reduce induced particulates plastic strains and attrition, particulate segregation, (eg. through chipping), by reducing particulate movement,
reducing the incidence of fouled particulates. Application of MCS
membrane (for example at interfaces of different structural materials) to
prevent subballast/subgrade infiltration.
Help prevent hydraulic erosion of the surface and substructures.
Allow for increases in applied loads and speed of transient loads without
significantly increasing structural maintenance, and for reducing structurally
induced damage due to applied loads.
Prevent surface movement of the particulates through transient wind forces and through surface waves due to imposed loading.
Reduction of ambient noise generation and transmission. Allow power
washing of the reinforced structures to retain cleanliness at reduced cost.
Improve the static and dynamic performance of the structure.
Some examples of procedures for stabilising ballast, and of the resulting
stabilised ballast structures in accordance with the invention will now be
described by way of example with reference to the accompanying drawings,
wherein:-
Figure 1 is a diagram of a track assembly including
ballast and subgrade, to illustrate the terms and
general track features used in the following
description; Figures 2 and 2b are respectively transverse and longitudinal (in
the running direction) and cross sectional views
of a first embodiment of track structure
according to the invention;
Figures 3a and 3b to Figures 10a and 10b are similar respective
transverse and longitudinal cross-sectional
views of further embodiments of track
structures according to the invention;
Figure 1 1 is a view showing applications of ballast with
MCS to a rail bed, Figure 12 is a longitudinal
section of a bridge deck installation; and
Figure 13 is a flow diagram of the evaluation method
used in particular case.
A diagram of a simplified track structure as shown in Figure 1. This
comprises spaced apart rails 10 extending parallel in the running direction
of the track, supported on sleepers 11 which rest on a ballast layer 12.
This in turn is carried by a layer 13 of sub ballast which rests upon
subgrade 14. Subgrade 14 may comprise any natural or engineered terrain
such as an embankment, the floor of a cutting, or a bridge or viaduct deck.
In the following figures, sections are taken transversely across the track
structure on the line X-X of Figure 1 and longitudinally in the running
directions on the line Y-Y of Figure 1. Figures 2a and 2b relate to stabilisation of points, crossing and other
similar types of structures which are often subjected to lateral loading due
to train inertia forces. Conventional stabilisation methods include the
addition of plates at the end of the sleeper and/or the formation of a running
beam adjacent to the sleepers. Both of these methods rely on increases in
passive resistance, but often do not perform satisfactory due to progressive
plastic movement of the shoulder ballast. The technique used to overcome
this problem (in this design example) is the Crib Tie-back Method (CTbM).
In this technique, a polymer ballast composite beam (15) is constructed
adjacent to the sleepers to help prevent the sleepers 1 1 from moving
laterally as before. However, the beam (15) is now tied-back into the cribs
using the polymer ballast composite anchors (16) which extend across the
track generally between and below sleepers (1 1 ). The force required to
restrain the crib anchors (16) is provided by the weight of the train.
Therefore the technique makes use of the train's own weight to restrain the
beam (15) against permanent lateral movement (in addition to the frictional
resistance under the sleepers). The width of the anchors may or may-not
cover the full width and/or depth of the crib area depending on the level of
anchoring force required.
The composition of the polymer is selected based on the required
stiffness and strength properties required of the composite. In particular,
the tensile strength and shear strength properties of the polymer are determined as part of the design process.
Figures 3a and 3b show a structure to stabilise the vertical movement
of sleepers to problems involving poor formations, or in switch areas prone
to high vertical rail forces, a conventional 'ladder type' of design is used.
In this design only the ballast below the sleeper bottom is stabilised as
shown in Figures 3a and 3b. The ladder comprises a beam 17, 18
extending along the sides of the ballast, and a plurality of cross-beams 19
extending across the track between the beams 17, 18, and between the
sleepers 11. All the beams 17, 18 and cross-beams 19 are below the level
of the sleepers and utilize the full depth of the ballast layer, and are formed
of polymer stabilised the ladder design (Type 1 stabilisation) can only be
used when the depth of the ballast 12 is sufficient to allow frictional locking
of the unstabilised ballast under the sleeper (i.e. the frictional properties of
the unstabilised ballast are used to 'lock' the unstabilised ballast into the
adjacent crib stabilised/reinforced ballast). In poor formation areas the
polymer properties (for example polymer stiffness) are designed to ensure
that an efficient 'pad' type of ballast stabilised foundation is constructed
over the weak area. If the polymer stiffness is high enough, then a more
even distribution of stress at the subgrade interface is produced. For high
maintenance switches the polymer properties are selected to ensure that the
large vertical forces are more efficiently distributed under the switch, but
still retaining good composite damping properties. Figures 4a and 4b show a type 2 design for poor formations and high
maintenance switches wherein the ballast depth is not sufficient to ensure
that the unstabilised ballast under the sleeper is locked into the stabilised
crib ballast (or vertical track forces are too large). Movement and
penetration of the ballast under the sleeper into the formation is therefore
possible. Lifting of the sleeper to stabilise the ballast directly under the
sleeper is possible (this would require a separate design), but often
undesired as it has a detrimental affect on the track alignment. In this
design holes 20 are drilled into the sleepers 1 1 at various locations to allow
polymer to be poured/injected into the underlying ballast and fully/partially
stabilise it as shown in Figure 4a and 4b producing in addition to the
adder' construction of Figures 3a, 3b comprising parallel side beams 17,
18 and cross beams 19 below and between the sleepers 1 1 , a plurality of
anchoring pillars 21 below the sleepers.
In the design of Figures 5a and 5b for wet-spot stabilisation it is
assumed that the ballast 13 is heavily fouled due to subgrade infiltration
(mud-pumping) and must be replaced prior to polymer treatment. The
replaced ballast 12 is then stabilised using the polymer producing a
stabilised layer 22. The polymer is also designed to enable it to 'pool' at
the ballast/subballast interface forming an integral polymer membrane 23.
The membrane stops subgrade infiltration, but should only be applied if
confidence in the capability of the drainage layer is high. The depth of stabilised ballast (from the ballast/subballast interface) may extend up to the
base of the sleeper if considered appropriate but is shown with a layer of
unstabilised ballast 12.
Figures 6a and 6b show a design wherein the polymer is used to ensure
that track lateral tolerances are within specified limits. For example, this
design would be used to ensure that track clearances in tunnels and at track
platforms are within the correct limits. The depth of polymer application is
generally set from the surface of the sleeper top level to below the sleeper
bottom, as shown in Figure 6a and 6b. It is generally not necessary to
stabilise all of the crib areas, however this depends upon the level of loading
and longevity required. The polymer stiffness is usually set high to ensure
that the composite stiffness remains high (ensuring low composite
displacements). As shown, this produces side beams 24 of stabilised
ballast up to the upper surface of the sleepers and cross beams 25 between
alternate pairs of sleepers 1 1.
As shown in Figures 7a and 7b, polymer is used to provide a continuous
stabilised blanket 26 on the ballast surface around the sleepers 1 1 as
shown in Figure 7. The purpose of this blanket 26 is to stabilise the ballast
surface only (although the blanket depth may extend below the sleepers if
a high degree of stabilisation is required).
The blanket 26 is used to provide ballast stability against train generated
wind forces, loss of compaction due to ballast vibration and other detrimental problems like vandalism. For the vibration problems, the
polymer stiffness is generally set low to increase the damping properties of
the polymer. The vibration may originate from many sources including
ground waves generated by high-speed trains (these can become high on
embankment structures or railway track over weak foundations) or by
excessive vibration of other track structures, such as bridge decks vibrating
at their characteristic frequencies.
Figures 8a and 8b show an embodiment for stabilisation of cyclic-top.
Cyclic-top problems generally originate from track misalignment problems
or from dynamic motion of the locomotive and/or carriages. For example,
a wet-spot site may generate oscillations in the train suspension system
causing a sinusoidal type of motion, giving rise to changes in the dynamic
forces on the rail with track length. This sinusoidal motion gives rise to
permanent movement of the ballast at given wavelengths. Cyclic top can
also originate from problems like an uneven subgrade. The design for this
type of problem is based on the formation of two polymer/ballast composite
'running beams' 27, 28 that encompass the area of concern. The beams
can be continuous (as shown in Figure 8) or may make use of the ballast
locking mechanism comprising cross beams 29 under the sleepers as
described in Examples 2 & 3 above. On straight track lateral movement
may not be significant and hence stabilising the crib ballast is only
necessary at certain crib locations (for example, every third of fourth crib). The purpose of these crib stabilisations is to ensure that the beams 27,
28 remain laterally connected. Since this type of stabilisation is generally
for long track lengths, the polymer properties are selected based on the
varying formation properties. For example, a uniform track modulus value
may be selected as the design criteria in the determination of polymer
stiffness.
Finally Figures 9a and 9b show an arrangement of stabilised ballast for
stabilisation of curves on embankments. The design proposed in Figures 2a
and 2b for increasing the lateral stability of railway track may not be
sufficient (generally the shoulder passive resistance is lower than for track
not situated on embankments), in these situations a 'ballast key' 30 may
be required to increase the lateral stability. This ballast key 30 (or keys)
extends beyond the normal depth of stabilisation and is used to increase the
passive resistance of the stabilised track as shown in Figures 9a and 9b.
The ballast keys maybe formed from stabilised ballast as shown in Figure
9a. and 9b, or they maybe formed from another type of material that can be
used to provide an additional anchor force (such as steel soil nails). The
polymer properties are selected based on the criteria discussed in Example
1. The entire upper part of the ballast 31 defining the camber of the curve
is stabilised by adding polymer. The ballast keys 30 extend longitudinally
of the track below the rails.
Stabilised beams 31 may be applied at both sides of the sleepers 1 1 to resist trains that are both faster and slower than the design track curve
speed. Complete embankment stabilisation can be achieved (perhaps for
'weak embankments') by using a soil nailing technique to increase
embankment strength and stiffness in combination with the polymer
stabilisation technique to increase lateral (and vertical if necessary) track
stability.
Figures 10a and 10b show an arrangement for mainline ballast
maintenance reductivity. It is generally accepted that when constructing
new railway track the maintenance of the track can be reduced by ensuring
that the subgrade surface is shaped so that it is parallel to the rail. This
helps to prevent problems like ballast memory, in which the ballast surface
(ie. at sleeper level) takes the same shape as the uneven subgrade surface.
When constructing the new line, at the point of ballast placement on the
track, the polymer can be applied to ensure that a given ballast layer 32
remains parallel to the rail. This ballast layer 32 is applied at a specified
level and extent within the ballast, depending on the design and longevity
required as shown in Figures 10a and 10b. This type of approach helps to
prevent ballast pocketing and hence reduces the likelihood of track
irregularities.
When upgrading existin track the same technique can also be applied
to increase upgraded track longevity for uneven/even subgrades. During
the ballast cleaning/renewal process the polymer can be applied in a similar way to that described for the new track. The polymer is again used to form
a lower composite ballast layer that is parallel to the rail. The design would
be based on (for example) stabilising the ballast from its mid-point down to
the uneven subballast/subgrade interface. Not stabilising the upper ballast
layer allows for normal tamping operations. As with the new track design,
the polymer properties and loading would be matched to the subgrade and
to the level of loading required, through design based criterion like the track
modulus value. Figure 1 1 shows a typical application of the polymer to
form a composite lower surface ballast layer 32 during a ballast cleaning
operation with an uneven subballast and/or subgrade layer. Since this
technique would be applied to long lengths of track the polymer properties
would need to change to match the changing track properties. It is
therefore likely that techniques such as ground penetrating radar would be
required to examine the subsurface profile along the track. A divided chute
ballast placer 33 is used to place a first layer of ballast in front of an
application nozzle 34, and then a further layer of untreated ballast 12 above
the stabilised ballast layer 32.
The designed polymer stabilisation technique can be used to form
transition zones to allow a more uniform change in track modulus at sudden
changes in track stiffness. For example, the polymer/ballast composite
maybe used to form a transition zone from a relatively weak embankment
structure to a stiff concrete bridge deck. The design would encompass the spatial location of the polymer, for example a tailored lower level
stabilisation leading up to the bridge, in combination with desired changes
in polymer properties. By varying the overall stabilised ballast properties
changes in ballast shear wave and track velocities can be achieved to
modify track dynamics. The purpose of the transition zone is to help reduce
problems like 'train-bounce', which arise from sudden changes in track
stiffness. The complex interference patterns generated when train approach
solid structures, due to track ground waves, can increase ballast
maintenance. A designed based ballast stabilisation treatment can reduce
maintenance requirements in these areas. An example of a tailored lead-in
and lead-off ballast stabilised concrete bridge deck is shown in Figure 12.
In this design example the polymer stiffness and spatial location increase as
the railway track approaches the bridge deck (and vise versa off the bridge)
to allow a smoother transition from the embankment to the bridge. On the
bridge deck the polymer stiffness is reduced and its damping properties
increased to reduce vibration problems (and ballast attrition). In these
designs it maybe desirable to introduce rubber pads, or other types of
energy absorbing systems, below the sleeper to allow a more flexible
sleeper foundation base if considered appropriate. The bridge deck 35 is
covered by a full depth layer of stabilised ballast 36, which is sloped at each
side of the deck, whilst a partial layer of stabilised ballast 37 is provided to
either side of the bridge leading to and from the sloped end of layers 36. The transition zones maybe formed by either increasing the slope of
stabilised ballast, as in Figure 12, or by using a stepped arrangement.
An example of the application of the method illustrated by the flowchart of
Figure 10 is the stabilisation of a set of points over which axle loads of 25T
at 1 10mph regularly pass. This section of the line is rated at 35 Million
Gross Tonnes (MGT) and the points are used to divert freight trains onto a
turn-out to a marshalling yard. Lateral movement of the rail at the points
(situated on ballasted track), measured by on-line train instrumentation, is
in the order of 15-25mm depending on the actual axle weight and speed at
the instant of loading. Maintenance of the points is usually performed at 6-
8 monthly intervals (often the points are re-aligned). Site investigations
reveal that the ballast is of a dolerite basalt type with a type D50 of 28mm.
The ballast depth is between 3Q0-400mm, with a subballast layer between
120-150mm overlying a silty-clay subgrade, within a slight depression. CBR
readings and cone-penetrometer readings of the subgrade indicate stiffness
values of 100-120MPa. Poisson's ratio for this type of material is 0.4 with
shear strength coefficients of c' = 4kPa and = 29°. In situ density
readings indicated bulk unit weights around 18kN/m3. The surface
subsurface layering is known and so ground penetrating radar is not
considered necessary.
The subgrade shear-wave velocity is calculated to be around 150m/s.
At 1 10mph the maximum train speed is 49m/s. The development of a transeismic state is therefore not expected at current train speeds (the train
speed is less than 60% of the ground shearwave velocity). Track critical
velocities are also outside current train speed limits. Therefore, this
example primarily concentrates on the static analysis of the track.
The ballast and subballast stiffness values are around 200MPa and
120MPa, with purely frictional strengths of + 46° and f 38° respectively.
The void ratio of the ballast is around 0.72 with a unit weight of 16kN/m3).
The rail (E = 210 Gpa, p = 7850kg/m3) and rail pads (E = 200 MN/m) are
standard UK main line with bolt plate fasteners onto wooden sleepers of
2.6m in length, 0.14m in depth and 0.26m in width. The average distance
between the sleepers is 0.38M. No signs of mud-pumping is evident, wet-
spot formation at this particular site is not considered to be significant. This
is confirmed by observed well maintenance track drainage. Ballast
contamination, due to overstressed ballast, is evident. This has resulted
from the development of large lateral forces as freight trains are diverted
onto the turn-out. Calculation of the expected vertical and lateral train
forces (using standard procedures, for example the procedures laid out in
UK and American Railway Engineering Association (AREA) guidelines)
suggest dynamic amplification factors of 1.5-2x the static axle loads
vertically at 100-1 10mph and 1.2x the static axle loads horizontally at the
turn-out at 15mph. These values are used in combination with the site
investigation material parameters as input to a static mathematical, model, based on the finite element method.
The static mathematical model used is the DIANA finite element
program, which is generally available and represents the current state of the
art in terms of commercially available and represents the current state of the
art in terms of commercially available finite element programs. The 3-
dimensional finite element mesh used comprises 2100 elements of the
following types, 3-noded Class III Beam elements and 20-noded
isoparameteric brick element. A full integration scheme is used and
boundary conditions are smooth in the appropriate vertical directions and
fixed at the base. The mesh is spilt into several layers to simulate the
different ballast, subballast and subgrade depths. Modifying the ballast
material properties as appropriate to their spatial location simulates
variations in the ballast densities. The rails, fasteners and sleepers are
assumed to behave elastically. The ballast, suballast and subgrade are
assumed to behave non-linearly and are modelled using an elasto-plastics
Mohr-Coulomb constitutive soil model using a non associative plastic flow
rule. Material dilation for the ballast and subballast are assumed, based on
the critical state friction angles for the two materials.
Locomotive configurations for the determination of train loading cases
include, CLASS 87 (for example, wheel diameter = 1.150m, wheel to wheel
centres 3.28m, bogie distance = 9.97m, axle weight-202T+ 2T unsprung),
CLASS 86/4 and CLASS 253/254 HST. Freight loading cases include 100 tonne GLW Tank Wagon Class B (for example, wheel diameter =0.95m,
wheel to wheel centres = 2.0m, bogie distance = 13m, axle weight = 25T).
An additional multiplication factor of 1.5 is used to simulate increases in the
dynamic load factor for wheel flats.
The mathematical model is first used to verify the current lateral
displacement values (between 10-25mm lateral deflection depending on
applied lateral force). Once the measured displacement values are simulated
the finite element model is considered calibrated and various designs are
investigated and analysed to determine the optimum design for the added
polymer composite. To determine properties of the required designed
polymer an iterative process is used in combination with the new engineered
track design. The required performance is set at 5mm lateral deflection
under lateral train loading.
The actual design used for this site stabilisation is a tie back design
(several designs are investigated and their performance assessed with
respect to the performance assessed with respect to the performance target
set) . In this particular case, a composite edge beam is tied-back into the
cribs using the polymer composite (the tie-backs are below the sleeper
base). The polymer stiffness used was E = 500MPa and the ballast loading
was 10% by ballast mass. This design shows that a significant increase in
lateral stability is achieved, when compared to an ordinary edge beam type
stabilisation. The simulated modelling shows increases in lateral stability, for this case particular case, of approximately 6 times greater than the
ordinary unstabilised ballast and 4 times greater than edge beam only type
of stabilisation under train loading conditions imposed. The results of the
mathematical model are closely studied in terms of stresses, strains,
displacements etc. to ensure that these quantities are within the acceptable
fatigue limits for the composite/polymer chosen. The mathematical model
is also used to investigate areas of possible plastic deformation, giving raise
to permanent plastic movement, and to enable the design to be modified if
necessary and factors of safety calculated.
To obtain the optimum polymer loading for the designed stiffness and
cyclic properties of the composite laboratory tests were performed. The
results of these laboratory tests are used to estimate the designed life span
of the treated site by applying a similar deviatoric stress state as computed
by the mathematical model. The tests include, direct shear box testing,
triaxial compression testing (monotonic and cyclic) and cyclic boundary
value tests, ie. three-dimensional box tests. The results of the direct-shear
testing (dimensions of 300mm x 300mm) indicated that the unreinforced
(unstablished) ballast for particular case of polymer loading has shear
strength coefficients of c3 =okPa and =46°. Addition of the polymer at
10% loading (by ballast mass) to the ballast increases the shear strength
coefficients to c3 =okPa and <r' = 46°, showing a considerable increase in
strength. These values were confirmed by the unconfirmed triaxial compression tests. The cyclic properties of the reinforced ballast were also
tested. In the first of these tests a reinforced unconfirmed cyclic triaxial
compression test at the simulated peak computer simulated deviatoric stress
state was tested. The results showed an accumulated plastic strain of
0.4% at a peak cyclic deviatoric stress state of 384KPa (as computed by
the mathematical program) after 20,000 load cycles. A second sample was
cycled at a peak load of 768kPa (factor of safety of 2x on internal stress-
state). Again around 0.4% accumulated plastic strains were recorded.
In a simulated boundary value test (traditional three dimensional box-type
of test for railway ballast) 2.66 million load cycles at design loading
conditions were applied to the surface of stabilised ballast (through loading
cap) to obtain the required MGT value for 10 years loading on the WCML.
The stabilised ballast experienced around 1.0mm plastic deformation.
Typical results for unreinforced cyclic ballast tests atthis level of loading are
generally available in the literature and indicate values of accumulated
displacement between 30-40mm. The behaviour of the designed reinforced
ballast is therefore far superior to the unreinforced ballast in both strength
and cyclic properties. No evidence of ballast attrition was observed.
Based on the results of the laboratory tests and the mathematical
modelling a modification to the design is made to reduce stress
concentrations at the sleeper ends. The design is therefore an iterative
process, taking into account the results of the of the mathematical modelling and laboratory tests, in combination with the expected loading
conditions and required performance criteria, to arrive at an optimum design
for this set of points to ensure all the design criteria (displacements, strains
and stresses etc.)are within tolerable limits. The final composite design
therefore satisfies the overall designed life-span performance criteria for
lateral displacements limit of 5mm for 10 years on the West Coast Main
Line. This process therefore gives a complete design procedure and
predictive capability for modified polymer stabilised railway track. To date,
post-treatment performance monitoring by the local maintenance contractor
has shown that the treated site has performed as per the design.
In this example a complete dynamic analysis is not necessary as
subgrade and track critical velocities are significantly higher than the current
train speeds. However, if the subgrade stiffness is lower (or any other
special track circumstances/conditions are observed, for example significant
track irregularities leading to large dynamic track forces) an additional
design step to the above example is necessary. To enable a full dynamic
design and analysis of railway track, and subsequently treated polymer
railway track, a three-dimensional dynamic finite element program is used.
The program allows the user to examine the change in the track behaviour
with polymer application and represents a sophisticated design tool for track
engineers. Examples of suitable MCS compositions are set out below. The
exact proportions of ingredients, and even the diisocyanates and polyols in polyurethane used may be varied along with the physical properties such as
viscosity, as determined by the results of the analysis process set out
above.
Example 1 - [Application to Railway Track]
A ballast layer comprises an aggregate of crushed limestone of mean
dimension 40mm, and this is bound to a depth of 300mm between the
sleepers and rails of the track.
The MCS comprises for example a polyurethane having the following
composition mixed using a Graco Hyrocat (Trade Mark) based machine, and
is poured onto the ballast which is pre-laid to a depth of 300mm. The
foundation for this 300mm layer of ballast is a sand carpet. The design may
require an excess of polymer seeping through the ballast to create a barrier
against upward movement of the sand or subgrade layer.
The polyurethane comprises the following two components, which are
maintained separate prior to pouring, then mixed and poured together.
Component A (Polyol)
Castor oil 49.25% parts by weight
Sorbitol based polyether 28% parts by weight
Polyether Diol 4% parts by weight
Methyl Naphthalene (VYCEL U (TM) 12% parts by weight
Tris (2-Chloropropyl) phosphate 5% parts by weight Sodium Aluminum silicate
(Zeolith (TM) powder) 1 % parts by weight
Phenyl mercuric fatty acid ester
(Thorcat 535 (TM)) 0.5% parts by weight
Dialkyl tin mercaptide
(Fomrez UL22 (TM)) 0.3% parts by weight
i
Component B (isocyanate)
Polymeric dimethγlene diphenyl
diisocyanate (MDI) 100% parts by weight
The mix ratio of the two components is:-
Component A - 100 parts
Component B - 56 parts
The composition, including ballast at 5% level gives the following
mechanical properties:-
Bulk density - 1.55 y/cc
Compressive modulus :- 100 - 800
Example 2 [Application to a Railway Track]
A 10%, loaded rail ballast is prepared using a polyurethane/bitumen
composition. The isocyanate terminated pre-polymer is added to a cationic
bitumen in the following preparations:- Polyether based FR emulsifiable pre-polymer 20ppw
60% Cationic bitumen emulsion 100ppw
The pre-polymer is based on the following:-
PPG diol 2000 m.w. 1 OOppw
EID 9086 35ppw
Amgard TMCP (TM) 10ppw
Vycel-U 5ppw
The pre-polymer/bitumen composition is sprayed onto the ballast at a
rate to ensure 10% loading.
The composition cures in two hours, and provides an elastic solid whose
compressive strength at 10% yield is 50MPa at 15°C.
Other curing systems for polyurethane prepolymer include the use of
alkaline agents such as sodium silicate solution, calcium hydroxide and
magnesium hydroxide and magnesium hydroxide and magnesium hydroxide
slurries as well as other organic polymer emulsions. These mixtures can be
used similarly to bind a particulate material such as ballast to produce a
strong supporting composite. The pressure, composition and amount and
location to be sprayed or otherwise applied to the ballast layer is determined
by mathematical modelling of the stress effects from different trains speeds
and loading to determine the polymer/ballast composite required to yield a
predicted lifetime of acceptable performance. Clearly, traffic comprising a high incidence of heavy locomotives with loaded mineral trains will exert
different stresses to relatively light but fast HST units, or infrequent slower
and lighter multiple passenger units.
The polymer formulation enables the ballast to be wetted out and
subsequently allowed to set a tough composite in place on the track bed,
which provides long term load and vibration management of the track.

Claims

1. A method of stabilising particulates comprising the steps of:-
a) surveying the site conditions including surface and substructure
of a site using sensing apparatus;
b) analysing the results so obtained to determine;
I) where a multi-component system (MCS) composition is to be
applied;
ii) the quantities of MCS to be used;
iii) properties of the MCS required; and
c) carrying out selective applications of MCS to the particulates at
the site as determined in step (b) above.
2. A method according to claim 1 comprising the further steps of:-
- analysing the load characteristics required and
- analysing the structure of particulates at the site.
3. A method according to claim 2 comprising the further step of selecting
or formulating a suitable MCS coating material.
4. A method according to any preceding claim wherein the MCS is
selectively applied to ballast in a railway installation, to provide a
structure of stabilised ballast wherein parts of the ballast are stabilised,
and other parts are left untreated by the MCS.
5. A method according to claim 4 wherein the MCS comprises polyurethane based resin system which is used to bond and thereby stabilise stones
comprising a bed of railway ballast.
6. A structure comprising a ballast bed in a railway track wherein the
ballast is selectively treated with MCS to stabilise parts of the ballast and
leave other parts untreated, so that the stabilised parts of the ballast
constitute reinforcing elements for the ballast bed.
7. A structure according to claim 7 wherein said stabilised parts of the
ballast comprise elements extending longitudinally of the track, outside
of the sleepers, and further elements extending transversely of the track,
below and between the sleepers.
8. A structure according to either of claims 6 to 7 wherein the MCS
comprises a single component organic polymer or polymer precursor
which can be poured onto the ballast and cure by reaction with
atmosphere moisture or oxygen, by evaporation, by post application of
a curing agent treatment with irradiation, or application as a provider and
melting onto the ballast.
9. A structure to any either of claims 6 to 7 wherein the MCS comprises
two or more components which are pre-blended prior to pouring into the
ballast.
10. A structure according to any one of the claims 6 to 9 wherein the
polymer is mixed with ballast before placing on the ballast bid and
curing of the polymer.
1. A structure according to any of claims 6 to 10 wherein the structure is
provided by a method according to any one of claims 1 to 5.
PCT/GB2001/003679 2000-08-19 2001-08-17 Method of stabilizing particulates WO2002016695A1 (en)

Priority Applications (9)

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US10/362,034 US20040109730A1 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
HU0300774A HUP0300774A2 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
CA002420047A CA2420047A1 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
PL36131101A PL361311A1 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
EP01963125A EP1309759A1 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
AU8415901A AU8415901A (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
EA200300280A EA004335B1 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
AU2001284159A AU2001284159B2 (en) 2000-08-19 2001-08-17 Method of stabilizing particulates
NO20030768A NO20030768L (en) 2000-08-19 2003-02-18 Method of Stabilizing Small Particle Material

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WO2011110489A1 (en) * 2010-03-09 2011-09-15 Bayer Materialscience Ag Polyurethane elastomer ballast mat and preparation thereof
CN107132160A (en) * 2017-06-13 2017-09-05 同济大学 One kind visualization high ferro roadbed granule, which shakes to fall into, recurs model assay systems
CN110219212A (en) * 2019-06-20 2019-09-10 中铁四院集团岩土工程有限责任公司 Non-fragment orbit sleeper hangs empty regulation method

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KR101395451B1 (en) 2009-12-21 2014-05-14 바스프 에스이 Composite pavement structure
RU2573676C2 (en) * 2010-04-21 2016-01-27 Байер Матириальсайенс Аг Polyurethane ballast bed, method of obtaining and application thereof
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CN104109989A (en) * 2013-04-18 2014-10-22 中铁十一局集团第一工程有限公司 Method for curing double-block ballastless tracks in extreme environments
US9045865B2 (en) * 2013-04-19 2015-06-02 SAFEKEY Engineering Technology(Zhengzhou), Ltd. Polymer grouting method for uplifting ballastless track of high-speed rail
JP6217291B2 (en) * 2013-10-03 2017-10-25 新日鐵住金株式会社 Repair method of structure with change of support height
JP2019148116A (en) * 2018-02-27 2019-09-05 公益財団法人鉄道総合技術研究所 Estimation method for ballast settlement amount at ballast track
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CN111912758B (en) * 2020-06-30 2022-07-01 太原理工大学 Test device and method for measuring drainage capacity of ballast track bed in different dirty states
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WO2009143198A2 (en) * 2008-05-23 2009-11-26 Lubrizol Advanced Materials, Inc. Fiber reinforced tpu composites
WO2009143198A3 (en) * 2008-05-23 2010-01-07 Lubrizol Advanced Materials, Inc. Fiber reinforced tpu composites
US9068076B2 (en) 2008-05-23 2015-06-30 Lubrizol Advanced Materials, Inc. Fiber reinforced TPU composites
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CN107132160A (en) * 2017-06-13 2017-09-05 同济大学 One kind visualization high ferro roadbed granule, which shakes to fall into, recurs model assay systems
CN110219212A (en) * 2019-06-20 2019-09-10 中铁四院集团岩土工程有限责任公司 Non-fragment orbit sleeper hangs empty regulation method

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CZ2003790A3 (en) 2003-12-17
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PL361311A1 (en) 2004-10-04
ZA200302034B (en) 2004-04-20
AU2001284159B2 (en) 2005-11-24
EA004335B1 (en) 2004-04-29
CA2420047A1 (en) 2002-02-28
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US20040109730A1 (en) 2004-06-10
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