Search Results (550)

Soil reinforcement using rice husk ash and cement is emerging as an effective method for enhancing geotechnical performance in subgrade layers, offering an environmentally friendly, stable, durable, and cost-efficient solution. This study investigates sustainable soil reinforcement by maximizing geotechnical performance by applying RHA in subgrade layers. Experimental evaluations were conducted using California Bearing Ratio tests, Scanning Electron Microscopy, and Energy-Dispersive X-ray Spectroscopy. The research focused on three subgrade configurations: upper, lower, and double subgrade layers, each treated with varying proportions of cement (2%, 4%, 6%) and RHA (2%, 4%, 6%). The findings demonstrated significant improvements in bearing capacity across all subgrade layers and combinations compared to untreated control specimens. Notably, the double subgrade layer with 6% RHA + 6% cement achieved the highest CBR value of 21.30 KPa, followed by the configuration with 2% RHA + 6% cement, which recorded a CBR value of 19.62 KPa. The specimen containing 4% RHA + 6% cement achieved a CBR value of 18.62 KPa. These results highlight the effectiveness of RHA as a sustainable material for enhancing geotechnical performance in soil enhancement applications. Full article

Sustainable construction and demolition waste (CDW) management have been widely discussed. For a city seeking urban renewal or transformation, aging houses are remodeled, which creates a large amount of CDW. Taiwan is located in an earthquake-prone area with many aging houses. Sustainable CDW management is extremely urgent for such cities or countries. This study presented the current CDW state in Taiwan and suggested possible management strategies. Material flow analysis was conducted to understand the use and distribution of the construction materials. This shows that 100% of the raw material of concrete is imported, whereas 100% of the raw material of brick is domestic. Half of recycled steel is used as a raw material in steel products. The predicted CDW from aging houses was calculated and could be a sustainable source for these materials. However, waste concrete and brick are currently mostly used as subgrade filling materials but are not recycled to produce new construction materials. There are three obvious challenges in CDW management: the lack of cost-effective recycling technology, the increasing quantity of CDW, and the limits of refilled land and landfill volume. However, three opportunities have also emerged: the high potential for reducing carbon emissions from CDW, improved recycling technology, and increasing awareness of the circular economy. This study concludes that reducing the amount of CDW, increasing the lifespan of buildings, increasing the use of reuse or recycled CDW, and proper management of final waste disposal help reduce waste and build a nearly zero-carbon-emission construction industry. Full article

The highway network is densely distributed in the southeast coast of China. Highway subgrades passing through soft soil areas often produce large settlements, resulting in pavement cracking, bridgehead jumping, and other diseases. In order to study the effect of three trenchless treatment technologies of oblique jet grouting pile (JGP), lateral displacement limiting pile (LDLP), and load reducing pipe (LRP), centrifugal model tests were carried out under three treated conditions and without treatment. Based on the data of pore water pressure and settlement in the range of the half embankment model and outside the embankment, the settlement characteristics of highway soft soil foundation during the test simulation were studied, and the characteristics of different treatment methods were compared. The high level of pore water pressure corresponds to the rapid development of settlement. The average settlement during the existing operation period accounts for 96.7% of the total settlement of the simulation period, and the settlement does not converge. The methods can effectively inhibit the development of settlement, and each has its own characteristics: the LRP method does not involve foundation treatment, so its settlement characteristics are closest to that without treatment. The LDLP method can obviously limit the settlement within the embankment range and the pore water dissipation. The JGP method enhances the synergistic deformation ability of the embankment and significantly decreases the differential settlement. Full article

In railway engineering research, there is a notable gap as existing studies often focus separately on train-induced vibrations or freeze–thaw cycle impacts on subgrades, lacking a comprehensive analysis of their combined effects on subgrade dynamic responses. This study developed a three-dimensional finite-element model of a double-track ballastless track railway subgrade. The model considers various conditions, including train speeds of 180 km/h, 200 km/h, and 220 km/h, and soil temperatures of 5 °C, −5 °C, and −15 °C, with typical subgrade materials. The results show that under train load, the maximum vertical displacement of the subgrade decreases as train speed increases. Conversely, the maximum vertical stress and acceleration are directly proportional to the train speed. When the train speed rises from 180 km/h to 220 km/h, the maximum vertical stress of the subgrade increases by 1.1% and 3.1%, respectively. As the soil temperature drops from 5 °C to −15 °C, the maximum vertical displacement of the subgrade decreases. The displacement reduces with increasing distance from the train load. At a specific point A, the maximum vertical stress increases by 2.02% and 1.43%, respectively. Additionally, the deformation of the railway subgrade is directly proportional to the temperature difference. These findings are valuable for understanding subgrade behavior and guiding railway construction in freeze–thaw-affected areas. Full article

This study aims to explore the dynamic response of ballastless tracks under various temperatures of the cement-emulsified asphalt (CA) mortar layer and other environmental factors. CA mortar is the key material in the ballastless track structure, exhibiting notably temperature-dependent viscoelastic properties. It can be damaged or even fail due to the continuous loads from trains. However, the dynamic behaviors of ballastless tracks considering the temperature-dependent viscoelasticity of CA mortar have been insufficiently studied. This paper captures the temperature-dependent viscoelastic characteristics of CA mortar by employing the fractional Maxwell model and applying it to finite element simulations through a Prony series. A vehicle–track–subgrade (VTS) coupled CRTS I ballastless track model, encompassing Hertz nonlinear contact and track irregularity, is established. The model is constrained symmetrically on both of the longitudinal sides, and the bottom is fixed on the infinite element boundary, which can reduce the effects of reflected waves. After the simulation outcomes in this study are validated, variations in the dynamic responses under different environmental factors are analyzed, offering a theoretical foundation for maintaining the ballastless tracks. The results show that the responses in the track subsystem will undergo significant changes as the temperature rises; a notable effect is caused by the increase in speed and fastener stiffness on the entire system; the CA mortar layer experiences the maximum stress at its edge, which makes it highly susceptible to damage in this area. The original contribution of this work is the establishment of a temperature-dependent vehicle–track–subgrade coupled model that incorporates the viscoelasticity of the CA mortar, enabling the investigation of dynamic responses in ballastless tracks. Full article

Evaluation of soil properties in highway design is an important but time-consuming task that does not always provide the necessary information to detect issues associated with changes in soil properties along the road project. California Bearing Ratio (CBR) tests are commonly used to identify soil properties and as an input in pavement design; however, it could be considered a slow test and, therefore, not always performed to the extent that it may be desired on the field. A comparison between CPT and CBR is performed in this work to obtain a correlation between them to be used in design. The effects of moisture content are also investigated in CPT and CBR to determine which conditions should be tested to obtain representative or design conditions for the pavement. A good correlation is found between CPT tip resistance and in situ CBR. It is observed that CBR and cone tip resistance change significantly for moisture contents up to 30 to 40%. It was found that tip resistance should be evaluated at a depth of 20 cm inside the subgrade to estimate adequate CBR values. Full article

Cracks are a common form of road distress that can significantly impact pavement integrity. Accurate detection of the attribute characteristics of cracks, including the type, location (top and bottom), width, and orientation, is crucial for effective repair and treatment. This study combines numerical simulations with filed data to investigate how the amplitudes of ground-penetrating radar (GPR) early-time signals (ETSs) vary with changes in the crack top and width, as well as how variations in the crack bottom impact radar reflected wave amplitude. The results show that when GPR ETSs are mixed with diffracted waves from the crack top, the amplitude change percentage of the ETS at the crack top exhibits a pronounced ‘∨’-shaped dip, which provides a clearer indication of the crack top. Furthermore, a positive correlation exists between crack width and the amplitude change percentage, offering a theoretical basis for quantitatively estimating crack width. On the reflected wave originating from the interface between the semi-rigid base and the subgrade, a pronounced ‘∧’-shaped dip is observed in the trough amplitude change percentage of the reflected wave at the crack bottom. For cracks of the same width, the amplitude of the ‘∧’ vertex from reflective cracks is approximately three times greater than that from fatigue cracks. This discrepancy helps identify the crack bottom and quantitatively diagnose their types. The line connecting the vertices of the ‘∨’ and ‘∧’ shapes indicate the crack’s orientation. Accurate diagnosis of crack properties can guide precise, minimally invasive treatment methods, effectively repairing road cracks and extending the road’s service life. Full article

Adverse climatic conditions, particularly excessive water and frost, necessitate the design of thick protective sub-ballast layers when dealing with frost-susceptible subgrade surfaces, especially when using standard natural materials (crushed aggregate or gravel–sand). Given the current preference for conserving natural construction materials and promoting sustainable development in the dimensioning of sub-ballast layers, it is advisable to incorporate various thermal insulation, composite, or suitable recycled materials in their design. Therefore, the paper analyses the impact of incorporating different thermal insulation materials (including extruded polystyrene, Liapor, Liapor concrete, and composite foam concrete) into sub-ballast layers. As part of the experimental research, these modified sub-ballast layers were constructed on a real scale in the outdoor environment of the University of Žilina (UNIZA) campus. They were subsequently compared in terms of their thermal resistance to climatic loads. The research results demonstrate that extruded polystyrene provides the optimal thermal insulation effect in modified sub-ballast layers, which was subsequently used in the numerical modelling of railway track structure freezing under different climatic loads. Full article

Periodic wet–dry processes are a significant weathering mechanism that can quickly alter a soil’s mechanical characteristics, reducing its resilience and durability. This study investigates the physical and microstructural characterization of stabilized soils through experimental analysis. While the conventional approach to ground improvement involves the application of ordinary Portland cement (OPC) and lime for treating unstable soil, this research explores calcium sulfoaluminate (CSA) cement as an eco-friendly alternative with comparable efficacy and fewer adverse environmental effects. The primary objective is to evaluate the impact of cyclic wet–dry (W–D) events on the durability and stability of CSA cement-treated sand using comprehensive laboratory testing. Various samples were prepared with cement contents of 3%, 5%, 7%, and 10%, corresponding to the optimum moisture content. Stabilized soil specimens underwent testing for unconfined compressive strength (UCS) and ultrasonic pulse velocity (UPV) after curing for 3, 7, 14, and 28 days. Subsequently, these specimens were exposed to zero, one, three, five, and seven W–D cycles. The outcomes show a decrease in the strength and durability index of the soil with a rising number of W–D cycles. However, the decline in the strength and durability of CSA-treated soil samples is significantly mitigated as the CSA content increases from 3% to 10%. The findings indicate that after seven W–D cycles, the UCS value of 10% cemented samples dropped by 14% after 28 days of curing, whereas 3% specimens experienced a 28% loss in strength. Similarly, UCS values for 5% and 7% cement content reduced from 666 kPa to 509 kPa and from 1587 kPa to 1331 kPa, respectively, indicating improved resilience with higher CSA content. The durability index was less affected during the first three cycles, but showed a more pronounced decline after five and seven cycles. For 3% cemented soil, the durability index dropped from 0.95 to 0.71, whereas for 10% cemented soil, it decreased from 0.97 to 0.82 after seven W–D cycles. The scanning electron microscope (SEM) also determines the cement–soil interaction before and after W–D, and it was noted that the pores and cracks increased after each cycle. Based on the findings, it is established that subgrade materials treated with CSA cement demonstrate durability, environmental sustainability, and suitability for integration into road construction projects. Full article

The average contact stress–settlement behavior observed in plate load tests provides essential data for reliable foundation design. However, the test plate is often smaller than the actual foundation, requiring size extrapolation to interpret in situ plate load test results accurately. This study combines in situ plate load test results in gravelly soil with finite element analysis to evaluate test plates of varying sizes. The findings suggest that the coefficient of subgrade reaction for gravelly soil foundations can be effectively estimated using Terzaghi’s extrapolation method for the coefficient of subgrade reaction in clay. Although variations in test plate diameter may alter the shape of the average contact stress–settlement curve, the overall pattern of change remains consistent. The average contact stress–settlement relationship in gravelly soil can be represented by a three-phase linear model, corresponding to the elastic, yield, and failure stages. Additionally, while the elastic limit load in gravelly soil remains unaffected by plate size, the ultimate bearing capacity increases with larger plates before stabilizing. Full article

The subgrade structure of high-speed railways is an important foundation for the safe and smooth operation of high-speed trains, and the scientific design of the subgrade structure provides a fundamental guarantee of its durability and technical economy. As, in the development of high-speed railways in China, higher speeds are being pursued, more requirements have been put forward for the dynamic stability of subgrade structures. To address this issue, this article focuses on the control requirements for the long-term stability of subgrade deformation, and various design methods for high-speed railway subgrade structures are presented. Considering the energy dissipation and dynamic stability characteristics of subgrade filling materials, the dynamic performance of coarse-grained soil filling materials in the bottom layer and graded crushed stones in the surface layer are revealed. The methods for determining the values of dynamic parameters such as the dynamic modulus and damping ratio are provided. Based on the dynamic shakedown theory, the stress–strain hysteresis characteristics of fillers and the variation law of dissipated energy are revealed. The correlation between unit volume dissipated energy and shakedown state under cyclic loading conditions is identified. A criterion for determining the critical shakedown state of high-speed railway subgrade structures based on equivalent unit volume dissipated energy is proposed, and a method for determining the design threshold of dynamic stress and dynamic strain is also proposed. The results show that the shakedown design critical values of equivalent unit volume dissipated energy in the bottom and surface layers of the foundation were between 0.0103~0.0133 kJ/m³ and 0.0121~0.0149 kJ/m³, respectively. The critical dynamic strain range was 0.8 × 10⁻³~1.3 × 10⁻³. On this basis, a high-speed railway subgrade design method based on energy dissipation and dynamic shakedown characteristics was developed. The results can provide theoretical support for the design of high-speed railway subgrade structures with different filling material alternatives and control standards. Full article

(1) Background: The construction industry continuously seeks sustainable alternatives to traditional materials for subgrade material in pavement construction, aiming to mitigate environmental impact while maintaining performance standards. This study investigates the feasibility of incorporating phosphogypsum (PG) and contaminated sediment into subgrade materials, focusing on their physico-chemical and physico-mechanical properties. (2) Methods: The physico-chemical and physico-mechanical properties, performance, and mechanisms of solidified sediment with phosphogypsum (3% and 5% of phosphogypsum in mixture) were studied using long-term leaching tests (ANS 16.1), uniaxial compressive strength (UCS), California Bearing Ratio (CBR), X-ray fluorescence (XRF), and thermogravimetric analysis (TGA). (3) Results: Based on the pseudo-total metal content (Cr, Ni, Cu, Zn, As, Cd, Pb), the sediment is classified as third- and fourth-class, indicating it is polluted and requires treatment before disposal in the environment. To assess the long-term behavior of the sediment treated with phosphogypsum (S/S), a semi-dynamic ANS 16.1 leaching test was performed. The results showed that the metals exhibit moderate mobility, with average diffusion coefficients (De) ranging from 10⁻⁸ cm²/s for Zn (in both mixtures) to 10⁻¹² cm²/s for Cr (in mixture F-3). The leaching index (LX) values for both mixtures were above 9 for most metals, confirming their suitability for “controlled” use. Granulometric analysis indicated a predominance of fine particles, which enhances the material’s plasticity and mechanical properties. Atterberg consistency tests showed that increasing phosphogypsum content improved both the Liquid Limit and Plastic Index. However, UCS tests indicated that neither the 3% nor 5% phosphogypsum mixtures met the minimum strength requirements for subgrade material. On the other hand, CBR values demonstrated promising performance, with 12.5% for the 3% phosphogypsum mixture and 22.9% for the 5% phosphogypsum mixture. Overall, phosphogypsum positively influenced the strength development of the sediment-PG mixtures, as confirmed by XRF and TGA analyses. (4) Conclusions: Environmental considerations, such as leachability of contaminants, were investigated to ensure the sustainability of the proposed subgrade materials. Leaching tests indicated minimal pollutant release, suggesting the potential for safe utilization of PG and sediment in subgrade material. This study provides valuable insights into the physico-chemical and physico-mechanical properties of pavement mixes incorporating PG and sediment, supporting the feasibility of using these alternative materials in sustainable subgrade material for pavement construction and offering a viable solution to mitigate waste generation while enhancing pavement performance. Full article

The process of purifying agricultural products, at various food processing plants, generates waste materials that consist of precipitated calcium carbonate, organic debris, and trace amounts of soil and agricultural contaminants. A specific food-processing waste, hereafter referred to as a food industry byproduct, FIBP, is typically stockpiled on land adjacent to the corresponding food processing facilities due to its large volume and chemical composition. The FIBP also contains commercially available unspent lime products, which makes its reuse viable in various applications. An example is construction applications where an organic content of up to 5% by weight is allowed, such as treating expansive clays. Traditionally, lime stabilization has been used for improving the properties of expansive clays, where ground improvement methods are necessary for a large area. However, the process of producing lime is resource- and energy-intensive as it includes crushing and heating limestone in kilns to extract lime. Therefore, one specific doubly sustainable application is the treatment of expansive clays using the FIBP instead of lime. The main application tested here is the treatment of expansive clayey soils underneath a stretch of State Highway 95 near Marsing, ID. Other potential applications are in road and embankment construction. To evaluate the potential of expansive clay stabilization utilizing the FIBP, a series of geotechnical and environmental laboratory testing were conducted to measure the engineering properties (e.g., swell potential, permeability, and strength properties) of expansive clay amended with FIBP. Preliminary testing on blends with an expansive clay suggests benefits such as decreased swelling potential, increased density, and leachate immobilization. Full article

This article presents the fundamentals of an analytical method for determining the stress–strain state of a railway subgrade reinforced with geosynthetic material. The reinforcement described is a combined system where the geosynthetic material forms an open shell containing a layer of compacted crushed stone. The overall stress–strain state is proposed to be viewed as a superposition of two states of the subgrade. The stresses and displacements in the first state refer to the unreinforced subgrade (matrix), while the stress–strain state of the reinforcement element is determined using analytical constructs from composite theory. The dependencies of the overall stress–strain state are applied in a numerical analysis, which confirms the positive effect of reduced subgrade deformations. A small-scale experimental model further validates the accuracy of the analytical approach. Full article

The construction of roads in saline soil areas usually involves using coarse-grained soil as roadbed fill material; studying the water–vapor–salt migration mechanism in coarse-grained saline soil subgrades is crucial for ensuring the stability of highway infrastructure. In order to clarify the influence of fines content and initial moisture on the water–salt migration and to clarify the water–vapor–salt migration patterns in coarse-grained saline soil, a model test of coarse-grained saline soil was conducted to study the response patterns of external water replenishment, final moisture content, final salt content, and liquid level height of coarse-grained saline soil. The results indicated that the water vapor migration amount only causes a change in the final moisture content, albeit not enough to cause salt redistribution. With increasing initial moisture content in coarse-grained saline soil, the migration characteristics of water vapor are weakened, and it imposes a significant inhibitory effect on liquid water migration at the same time. Increasing fines content in coarse-grained soil significantly inhibits water vapor migration, whereas liquid water migration is promoted. Water and salt accumulate in the liquid and vapor coupling migration mode at different heights. Based on the mechanisms of water vapor and salt transport characteristics, this study proposes a novel roadbed structure, which is vital for ensuring the long-term service performance of coarse-grained saline soil roadbeds in saline soil areas. Full article