RAILWAYS, AIRPORTS AND HARBOUR ENGINEERING

12-09-2012

SELECTION OF SOIL AND DRINAGE SYSTEM IN RAILWAYS

VETRIVEL.U III YEAR B.E CIVIL ENGINEERING ARUNAI COLLEGE OF ENGINEERING

SELECTION OF SOILS IN RAILWAYS

ABSTRACT
Soil properties are the most important one for any type of structure such as Buildings, Tall structure, Railways, Bridges etc This assignment we studied about soil characteristics, which type of is used in railway formation, and what are important or stabilization of soils.

Soil
Soil is the un aggregated or un cemented deposits of mineral or fragments and covering large portion of the earth crust.

Classification of soils
If the track bed is laid on natural ground(i.e., either on level ground or in a cutting) the control of water in the tracked is a major in designing the construction layers via-a-vis the type of sub grade material. The type of material which are commonly encountered in Sub grade are: Non Cohesive soils Cohesive soils Organic soils Gravel or sand Silt or clay Peat Organic clays and silts Sandstone, Limestone Slate Granite or basalt Cemented sedimentary rocks

Metamorphic rocks Igneous Rocks

Soil Exploration Surveys

Soil exploration surveys are to be carried out new construction projects to enable identification and classification of soils. The soil samples collected from the areas where borrow pits are to be located at intervals of about 500 meters or at closer intervals wherever change of soil strata occurs.

Objectives of Soil Exploration:

Main objectives of soil survey and exploration work are: To determine soil type with a view to identify their suitability for earthwork in formation and to design the foundation for other structures. To avoid known troublesome spots, unstable hill sides, swampy areas, soft rock areas, peat lands, etc. To determine method of handling and compaction of sub grade. To identify suitable alignment for embankment and cutting from stability, safety, economy in construction and maintenance considerations. To identify suitable borrow area for desired quality and quantity of sub grade and blanket material. To determine depth of various strata of soil and bed rock level. To determine ground water table position and its seasonal variation and general hydrology of the area such as flood plains, river streams, etc. To determine behavior of existing track or road structure nature and causes of geo-technical problems in them, if any.

Prepared Sub grade:

The upper part of the sub grade is formed into a prepared sub grade layer, which normally has a cross fall.

Sub-grade:
It is the upper part of embankment/cutting provided above subsoil by borrowed soil of suitable quality up to bottom of blanket/ballast. For embankment, sub grade may be of imported soil whereas in cuttings it is the naturally occurring soil of sufficient strength.

Cohesive Sub grade:

Sub grade constructed with soils having cohesive behavior i.e., shear strength is predominantly derived from cohesion of the soil is termed as cohesive sub grade. Normally, soils having particles finer than 75 micron exceeding 12% exhibit cohesive behavior.

Cohesion-less Sub grade:

Sub grade constructed with cohesion-less, coarse-grained soils i.e., shear strength is predominantly derived from internal friction of the soil are termed as cohesion-less sub grade. Normally, soils having particles finer than 75 micron less than 5% exhibit cohesion-less behavior. Other types of soils, which have soil particles finer than 75 micron between 5 to 12%, need detail study for ascertaining their behavior.

Dispersive Soil:
Dispersive clayey soils are those, which normally deflocculates when exposed to water of low salt content. Generally, dispersive clayey soils are highly erosive and have high shrink and swell potential. These soils can be identified by Crumb, Double hydrometer, Pin Hole and Chemical Tests.

Sub-soil: Soil of natural ground below sub grade and embankment fill.
Unstable Formation: It is yielding formation with continued settlement including slope failure, which requires excessive maintenance efforts. Shear Strength: of soil is its ability to resist shearing at a shearing surface (plane) under direct stress ( vertical pressure) FORMATION COMPONENTS

Formation comprises of Granular layer (sub-ballast and or Blanket) over prepared sub grade and embankment fill. General profile of formation shown below:

Geometrical requirements for the soil formation

Should generally meet following requirements: Cross fall slope to be at least 1:30 or 3% with tolerance of 0.5% The finished top levels should be within + - 3cm Finished soil surface to be in level in longitudinal direction( <= 2cm on a longitudinal base of 4m), must not show hollow pits, road vehicle traffic ruts. Side slopes to extend in horizontal plane, minimum 10 cm beyond the theoretical finished lines, and later cut and dressed to the specified dimensions.

Top Width of Formation:

It should be adequate enough to accommodate track laid with concrete sleepers with standard ballast section depth (minimum 35 cm) and have minimum 900mm cess width on either side. It should be regulated in accordance with extant instructions of Railway Board, revisions of IRPWM. Presently, recommended Top Formation Width as per Indian Railway Permanent Way Manual (IRPWM) is 6.85 m for Single line BG Track & 12.15 for double line BG track. However, recommended formation top width for Heavy Axle Load Track is 8.5 m for single line and 8.5 m plus distance between track centers for double line section, and for DFC shall be minimum 13.5 m.

Additional Width of formation will have to be provided to cater for increase in extra ballast
on outside of curves and extra clearance required on double line on account of super-elevation etc.

Types of Soil used in Railway track Formation

Good Soil Earth work is carried out manually in layers not more than 30 cm thick and mechanical compaction is applied at Optimum Moisture Content (OMC) to get at least 90% maximum dry density. Other than good soil The earth is placed not more than 30 cm thickness and compacted at optimum moisture content to get 90% maximum dry density.

STABILIZATION OF TRACK ON POOR SOIL

Stabilization The soil stabilization means the improvement of stability or bearing power of the soil by the use of controlled compaction, proportioning and/or the addition of suitable admixture or stabilizers. Basic Principles of Soil Stabilization Evaluating the properties of given soil Deciding the lacking property of soil and choose effective and economical method of soil stabilization Designing the Stabilized soil mix for intended stability and durability values Need for Soil Stabilization Limited Financial Resources to Provide a complete network Road System to build in conventional method Effective utilization of locally available soils and other suitable stabilizing agents. Encouraging the use of Industrial Wastages in building low cost construction of roads. Method is useful for stabilization of soil.

Sometimes it becomes unavoidable to lay tracks on a very poor soil having improper drainage facilities. In this time the following method is useful for stabilization of soil.

1. 2. 3. 4.

Layer of Moorum Cement Grouting Sand Piles Use of Chemical

1. Layer of Moorum This method is widely used and is adopted if a poor quality soil comes across a track such as black cotton soil which is a fine black loomy soil. This soil has the tendency of expanding (or swelling) when moist and of caking and cracking heavily when dry. Tracks laid on formation of maintain. In rainy season, the soil fills up ballast interest less, the track in the worst places gets sodden and spongy track is reduced. In hot weather, the cracks are formed and the ballast is lost in filling up these cracks. Thus, the alignment as well as level is disturbed and with mud filling the interstices, the track loses. Its resiliency, therefore, for these very reasons, a layer of moorum varying in thickness from 12" to 24" is laid under the ballast. This layer distributes the pressure of the load and prevents the ballast from being lost in the cracks of the soil. Instead of moorum, other materials such as ashes, concrete, slabs, rubber, unserviceable sleepers etc are also used and are found quite satisfactorily.

2. Cement Grouting In this method, steel tubes of 1 1/4 " in diameter and 5ft long are driven into the formation at every alternate sleeper and near their ends as shown in figure. The tubes are driven into the foundation at an angle such that the end of tube is nearly under the rail. The cement grout is forced under a pressure of 100 psi through these tubes. The proportion of cement grout depends on the type and condition of formation. The concert grout spreads through the poor soil and consolidates it. The steel tubes are then gradually taken out.

3. Sand Piles This method of strengthening the track laid on poor is most widely used in development countries like America. In this method, a vertical bore about 12" diameter is made in the ground by driving a wooden pile. The wooden pile is then withdrawn and the space is filled with sand and is well rammed. The sand piles are driven in the pattern as shown. It is also arranged that cross sectional area of the sand piles is about 20% of the formation area. Thus, the top section of the formation is covered with sand which makes the track stable on poor soil.

4. Use of Chemicals In this method, chemicals are used in place of cement grout to consolidate the soil. For example, silicate of soda followed by calcium chloride is effective for sandy soils containing less than 25% of silt and clay.

MDERN METHODS FOR STABILIZATION OF SOILS

Mechanical Stabilization Soil Cement Stabilization Soil Lime Stabilization Soil Bitumen Stabilization Lime Fly ash Stabilization Lime Fly ash Bound Macadam Mechanical Stabilization

This method is suitable for low volume roads i.e. Village roads in low rainfall areas. This method involves the correctly proportioning of aggregates and soil, adequately compacted to get mechanically stable layer The Basic Principles of Mechanical Stabilization are Correct Proportioning and Effective Compaction

Soil Cement Stabilization

Soil Cement is an intimate mix of soil, cement and water, compacted to form a strong base course Cement treated or cement modified soil refers to the compacted mix when cement is used in small proportions to impart some strength Soil Cement can be used as a sub-base or base course for all types of Pavements

Design of Soil Cement Mix Soil Cement specimens are prepared with various cement contents in constant volumes moulds The compressive strength of these specimens tested after 7 days of curing A graph is plotted Cement content Vs compressive strength The Cement Content Corresponding to a strength of 17.5 kg/cm2 is taken as design cement content .

Soil- Bituminous Stabilization The Basic Principles of this stabilization are Water Proofing and Binding By Water Proofing inherent strength and other properties could be retained Most Commonly used materials are Cutback and Emulsion Bitumen Stabilized layer may be used as Sub-base or base course for all the roads

Soil Lime Stabilization Soil- Lime has been widely used as a modifier or a binder Soil-Lime is used as modifier in high plasticity soils Soil Lime also imparts some binding action even in granular soils

RAILWAY DRAINAGE SYSTEM

ABSTRACT:
This assignment we are submitted about railway drainage, where it is provided and which position we are provided drainage.

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IMPORTANCE OF TRACK DRAINAGE

Drainage of track is the most important factor for the proper maintenance of track. Water softens the formation unless it is drained away as soon as it falls on the track. Soft formation has less bearing capacity and is liable to settle under load, seriously affecting the track parameters as well as retentivity of packing. Interpenetration of soil and ballast takes place in a soft formation causing loss of ballast into the formation on the one hand and mud pumping and clogging of ballast on the other. Loss of ballast on account of poor drainage can be quite substantial. Ballast pockets inside the embankment collect water and further soften the soil of the bank. Clogging of ballast affects drainage of water on to the formation to be led in to the side drains. It also affects the elasticity of the track which means more wear and tear of track components and vehicle undergear, resulting in rail fracture, spring breakages and premature renewal of track and vehicle components.

Drainage of FormationWater contained in the formation layers cause detrimental conditions in the track. The aim is therefore to contain/ reduce water content in the formation layers by following measures: i) ii) iii) iv) v) Removal of vegetation growth on surface Cleaning of ballast bed and establishing cross fall slope at top of Formation/ blanker and sub-grade layers. Provision of longitudinal drains and drainage outfall, facilities Arrangement of lateral side drainage facilities.

The top of formation should have cross slope of 1 in 30 from centre of track towards both sides for single line and from one end towards cess /drain side (single slope) in multiple lines. Alternatively, separate cross slope for individual tracks can be also provided with suitable longitudinal drain provided between the tracks at toe of the cross slopes, with suitable cross drain system.

Surface Drainage System:

Open Drainage System, typical as shown in Fig. 5 below, facilitates collection of rain water from embankment, cuttings and side of cuttings and lead it away. Similar arrangement can be also provided longitudinally at the lowest point between cross slopes of (separate) formation of two track corridors.

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Types of Surface Drainage System:

The three types of surface drains used are: 1) Cess drains. 2) Catch drains. 3) Mitre drains

1).Cess Drains
Cess drains are surface drains located at formation level at the side of tracks, to remove water that has percolated through the ballast and is flowing.along the capping layer towards the outside of the track formation.

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They are most frequently found in cuttings where water running off the formation cannot freely drain away Cess drains should be constructed with a minimum grade of 1 in 200. Surface drains can be constructed at flatter grades, as they are easily cleared of any sediment which may collect in them.

2).Catch Drains
These may also be called top drains or surface drains. The purpose of catch drains is to intercept overland flow or runoff before it reaches the track and causes damage to the track or related structures, such as cuttings or embankments.

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This type of drain may also be used on the uphill side of other track formations, such as embankments. Catch drains may be used to remove water and prevent ponding at the base of embankments or alongside tracks that cut across a slight downhill grade. Mitre Drains Mitre drains are connected to cess, catch and surface drains to remove water, or to provide an escape for water from these drains. Mitre drains should be provided at regular intervals to remove water before it slows down and starts to deposit any sediment that it may be carrying. As the grade of the drain decreases (i.e. it becomes flatter) mitre drains should be provided at closer intervals. A typical interval for mitre drains is one drain approximately every 100 metres for a drain with a slope of 1 in 200. Where practicable, mitre drains should be installed at the ends of cuttings. The inlets and outlets should be splayed to allow water to be gathered or dispersed quickly.

Sub Surface Drainage System:

Sub-soil Drain System (typical as shown below in Fig. 6) are installed where the ground water level has to be lowered (depth < 1.5 m below the rail top), where the soil surrounding the track formation has to be drained or where percolating and layer water has to be drained away. The design should provide for a suitable and cost-effective erosion control system considering soil matrix, topography and hydrological conditions.

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Types of Subsurface Drainage

Subsurface Drains can be classified into five types according to their location and geometry. 1) Longitudinal drain). 2) Transverse drain 3) Drainage blankets 4) Horizontal drains 5) Vertical drains

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Horizontal and vertical drains are more specialised and are seldom used for track drainage. Horizontal drains are generally used to drain wet soils and speed consolidation of earth structures. Vertical drains may also be used to speed consolidation. Another type of vertical drain is used to drain water from behind retaining walls or bridge abutments.

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Subsurface drains may also be classified according to the materials used in the drain. For example: a) Aggregate drains. b) Pipe drains. c) Geofabric (or geotextile) drains. d) A combination of the above.

Aggregate Drains These drains consist of permeable granular material. The aggregate should be coarse enough to be free-draining but not so coarse as to allow the migration of fines into or through the permeable material. If this cannot be achieved by suitable grading, a filter of either granular material or geofabric may be required. Aggregate drains can be used for both drainage blankets or French drains.

Pipe Drains These consist of perforated or slotted pipes, installed by trenching and backfilling. Some type of filter material around the pipe or permeable backfill is normally required to minimise clogging of the drain perforations or slots.

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Geotextile Drains A geotextile drain may be a horizontal, vertical, or inclined blanket whose purpose is to collect subsurface water and convey it along the plain of the fabric to an outlet. The drain must also act as a filter to keep soil particles out of pores and prevent clogging.

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Where large volumes of water may need to be removed by subsurface drains, a carrier pipe may be used in conjunction with a collector drain, as shown in Figure 16. With this arrangement the collector drain does not need to carry all the water. The advantage of this arrangement is that excess (large volumes) water is removed from the collector drain thus preventing it seeping into the sub grade again at a point further down the drainage route.

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REFRANCES: Railway Engineering S.C.Rangwala Railway Engineering- B.L.Gupta& AMIT Gupta www.annaunivprojects.info

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