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The buffering zone, which can control the stiffness of the backfill material, is applied at the integral abutment (IA) to reduce the horizontal earth pressure on the abutment and decrease the residual settlement at the transition zone. Numerical analyses are performed to evaluate the horizontal subgrade reaction modulus based on the stiffness change in the buffering zone. A 1 m section from the back of the abutment is set as the buffering zone, and materials such as sandy soil, gravel, and cement-mixed gravel are applied differently. By implementing the buffering zone, the passive and active coefficients of the horizontal subgrade reaction decrease by 28% and 31% at the height of 6.8 m. respectively. Hence, the possibility of adjusting the horizontal subgrade reaction of the IA by changing the stiffness of the buffering zone is confirmed.

The integral abutment (IA) with buffering zones is a technology that pre-constructs backfill before abutment construction. It can reduce the maintenance cost owing to the decrease in the residual settlement of the backfill after opening. Furthermore, it can reduce the construction cost owing to the decrease in the horizontal earth pressure on the abutment. In this study, to evaluate the modulus of horizontal subgrade reaction in the passive pressure for the design of IA, a half-scale testbed was designed and constructed. A horizontal load test with the maximum load of 1,500 kN was conducted. To verify the test result, the behavior of the IA under horizontal loads was analyzed using finite element analysis. The modulus of horizontal subgrade reaction of the IA using a half-scale test and numerical analysis was estimated to be 36,706 kN/m3 and 32,746 kN/m3, respectively.

An integral bridge, which is constructed without expansion joints and bearings, is an economical technology that permits slender abutment and footing design to decrease the associated maintenance and construction costs. In this study, a geosynthetic reinforced integral abutment (IA) for railways and a conventional reinforced concrete abutment (CA) are modeled, considering the two types of foundations, using the finite element method. The passive soil stiffness of the foundations was evaluated through the application of a uniform horizontal load in four separate models. The passive soil stiffness of the IA model is approximately 70% of that of the CA model. Additionally, we confirmed that the passive soil stiffness was affected by changes in the thickness of the abutment, size of the footing, number of installation piles, and elastic modulus of the ground.

본 논문에서는 추가 용지 없이 철도노선의 선로 용량을 증대시킬 수 있는 RSR(철도보강노반)의 장기성능을 평가하고 자 한다. 철도보강노반은 짧은 보강재를 강성벽체와 일체화하는 특징을 갖고 있어 협소한 공간에서의 적용이 가능하다. RSR의 장기성능을 평가하기 위한 시험시공은 높이 7m, 연장 40m의 규모로 장항선 주...

This paper introduced the RAR(Reinforced Abutment for Railroads) to reduce settlement of transitional zone and horizontal displacement of abutment by constructing backfill before abutment. We expect that it has more economical and better performance which was validated by numerical analyses. First, transitional zone settlements and horizontal displacements of existing abutment were evaluated for various heights and ground conditions by using finite element analysis program. Then, numerical analyses of it under the same conditions were performed and its results were compared with existing abutment's ones. From the numerical analysis, we found that the responses(settlement and horizontal displacement) of transitional zone of the RAR is about 20% and 34% of one of existing abutment due to the effect of backfill stabilizing. We expected that the RAR having small foundations could be economic way to construct abutment with the control of responses such as, settlement, horizontal displacement, and earth pressure.

The Reinforced subgrade for railroad (RSR) was constructed for one way railway line with the dimension of 5 m high, 6 m wide and 20 m long to evaluate its performance under train design load. The RSR has characteristics of short length (0.3-0.4 H) of reinforcement and rigid wall, 30 and 40 cm vertical spacing of reinforcement installation. To enhance economics and constructability, three kinds of connections (welding, hinge & bolt, bold wire) were also designed to realize the integration between rigid wall and reinforced subgrade. Two times of static loading tests were done on the full size railroad subgrade. The maximum applied pressure was 0.98 MPa (the maximum test load 5.88 MN), which corresponds to 19.6 times of the design load for railroad subgrade, 50 kPa. The performance on the RSR was evaluated with the safety on the failure, subgrade bearing capacity and settlement, horizontal displacement of wall, and reinforcement strain. Based on the full scale test, we confirmed that the RSR with the conditions of 0.35 H (35% of height) short reinforcement length, hinge & bolt type connection for integration between rigid wall and reinforced subgrade, and 40cm vertical spacing of reinforcement installment shows good performance under train design load.

By changing from ballasted track to concrete slab track, new type railroad subgrade is strongly required to satisfy strict regulations for displacement limitations of concrete slab track. In this study, sensitivity analysis was performed to assess the design characteristics of new type reinforced railroad subgrade, which could minimize residual settlement after track construction and maintain its function as a permanent railway roadbed under large cyclic load. With developed design program, the safety analysis (circular slip failure, overturning, and sliding) and the evaluation of internal forces developed in structural members (wall and reinforcement) were performed according to vertical installation spacing and stiffness of short and long geotextile reinforcement. Based on this study, we could evaluate the applicabilities of 0.4 H short geogrid length with 0.4 m vertical installation spacing of geotextile as reinforcement and what the ground conditions are for the reinforced railroad subgrade. And also, we could grasp design characteristics of the reinforced railroad subgrade, such as the importance of connecting structure between wall and reinforcement, boundary conditions allowing displacement at wall ends to minimize maximum bending moment of wall.

Facings of mechanically stabilized earth retaining walls have function to fix the reinforcement and prevent backfill loss, but the walls are lack of structural rigidity capable of resisting applied loads. The reinforced subgrade with rigid wall was developed to have the structural functions under train loading. Though it has lots of advantages such as small deformation after construction, its negative side effects of economics and difficult construction were mainly mentioned and not practically used. To apply it for railroad subgrade, this study focus on the construction cost down and the enhancement of constructability without functional loss. To do so, the behaviors of reinforced subgrade with rigid wall were evaluated with the change of the vertical spacing and length of reinforcement. Small scale model tests (1/10 scale) and 3 m full scale tests were performed to evaluate deformation characteristics of reinforced subgrade under simulated train loading. Even though it uses short reinforcement, it showed small horizontal displacement of wall and plastic settlement of subgrade. Also, it was verified that not only 30 cm but also 40 cm of vertical spacing of reinforcement had good performance in serviceability aspects.

n the event of an earthquake, additional stresses can occur in the continuous welded rails (CWR) of High-speed railway (HSR) bridges due to relative displacements at expansion joints, and this stress can cause derailment. The amplification of ground motion occurs as a result of site effects, and this is pronounced at the site of a soft surface soil layer and of a rigid surface soil layer over a soft one. As a result, the amplified ground motion leads to an amplified seismic response in HSR bridges. A change in bridge pier height affects the seismic behavior of the bridge. A HSR bridge with gravel ballast tracks will show different dynamic behavior during an earthquake than one with concrete ballast tracks. The seismic responses of HSR bridges and their CWR are analyzed considering the derailment-inducing factors.

Earthquake observations at different sites within alluvial soil deposits have demonstrated that the motion of buried underground structures closely follows that of the surrounding soil. Therefore, it is usual in a seismic design process to apply free-field ground displacements through Winkler-type soil springs to an underground structure to evaluate stress patterns induced within its structural members. Using a simplified approach, this paper provides a clear understanding of resonant horizontal ground displacement of and strain in a surface soil deposit with a radical change of depth and of where they occur.Key words: simple approach, seismic design, earthquake, resonance, underground structures.