Professional Documents
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OCTOBER 2009
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he inclusion of geogrids within the unbound aggregate layers of unpaved and paved road structures has become increasingly common since the products were first introduced more than 25 years ago. However, there is less awareness within the engineering community that the same technology is equally applicable to roadbed structures in rail applications. The use of geogrid reinforcement in the subballast and ballast layers of roadbed sections has gained widespread acceptance in many parts of the world. For example, national rail authorities in some European countries have gone so far as to provide formal guidance on the use of these materials in their own design codes. More recently here in the United States, formal guidance on the use of geogrids in rail applications has been provided by the American
Railway Engineering and Maintenanceof-way Association (AREMA). This article is intended to provide the background information necessary to design roadbed structures that include geogrids within the sub-ballast and/or ballast layer. Reference will be made to the extensive research that has been undertaken during the last 20 years to quantify the performance benefits associated with the use of geogrids in this application. An additional section will describe the means by which geogrids can provide similar benefits in the heavily loaded road structures surrounding the rail tracks at intermodal facilities.
ribs with apertures of sufficient size to allow strike-through of surrounding soil, stone, or other geotechnical material (Koerner, 1998). When unbound aggregate is placed on top of the geogrid, the coarser particles partially penetrate through the apertures and lock into position (Figure 1). This effect, commonly referred to as mechanical interlock, leads to lateral
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Learning Objectives
After reading this article you should understand: including geogrids within ballast and/or subballast layers can enhance the performance of roadbed structures The value provided by including geogrid reinforcement in rail applications The design methods available for geogrid reinforced roadbed structures
How
Instructions
First, review the learning objectives below, then read the Professional Development Series article. Next, complete the quiz and submit your answers to the Professional Development Series sponsor. Submittal instructions are provided on the Reporting Form, on page 10. Your quiz answers will be graded by the Professional Development Series sponsor. If you answer at least 80 percent of the questions correctly, you will receive a certificate of completion from the Professional Development Series sponsor
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Figure 2: Cyclic loads are applied to a cross-tie placed on the ballast surface at Queens University.
Figure 5: Full-scale tests show that the rate of settlement for a roadbed constructed on a soft subgrade but reinforced with a geogrid is similar to that of the same roadbed constructed on bedrock.
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a roadbed reinforced with a geogrid is constructed on top of a soft subgrade, its rate of settlement is similar to that of the same roadbed section constructed on bedrock. In addition, the dynamic vertical movement occurring in the track as the wheel of the train passes is reduced by approximately 40 percent when a geogrid is used to reinforce the roadbed (Figure 6). A rail corridor constructed between Hochstadt and Probstzella in Germany (Figure 7), presented an opportunity to observe the benefits of using geogrids in a full-scale field situation. Plate bearing tests undertaken by the German rail authority (Deutsche Bahn) demonstrated that the stiffness of a 400-mm-thick (16-inch-thick) sub-
ballast was approximately the same as a 600-mm-thick (24-inch-thick) unreinforced section. Also, the stiffness of both 400-mm (16-inch) and 600-mm (24-inch) sections doubled when a geogrid was included (Figure 8). On a similar project constructed near Cologne, Germany, inclusion of a geogrid within a roadbed constructed over a soft formation allowed the subballast to be reduced from 1,050 mm (42 inches) to 700 mm (28 inches). Despite the thickness reduction, the target modulus of 120 MPa (17,400 psi) was maintained. On a mainline project in Nagykanizsa, Hungary, the decision was made to include a geogrid within the ballast layer during a rehabilitation operation.
Prior to replacement of the existing roadbed, the rail line required monthly re-surfacing maintenance. The dynamic deflection of the rail track was measured using a rail car, both prior to and following the inclusion of the geogrid within the roadbed section (Figure 9). As can be seen, the inclusion of the geogrid resulted in a dramatic reduction in the dynamic deflection taking place during trafficking. Service disruptions due to the requirement for frequent maintenance have since been eliminated.
Previous experience
There are more than 100 projects where geogrids have been used to reinforce the sub-ballast or ballast layers within a roadbed structure. All of the U.S. Class 1 rail companies have used geogrids within their roadbed structures at one time or another and several light/passenger rail companies also have experience in the use of these products. Following are summaries about a select number of these projects. Utah Transit Authority (UTA) Light Rail Project, Salt Lake City (2005-2008) The UTAs FrontRunner commuter rail line runs 44 miles from the city of Ogden in Weber County south to Salt Lake City. The line is located in an existing rightof-way that runs parallel with the Wasatch Mountains. The area is part of a natural drainage basin, characterized by poor quality soils and shallow groundwater. The subgrade beneath the roadbed typically consisted of low-
Figure 6: Geogrid reinforcement in the roadbed reduces dynamic vertical movement in the track by about 40 percent as the wheel of a train passes.
Figure 8: In German tests, the stiffness of a 400-mm-thick (16-inch-thick) sub-ballast was approximately the same as a 600-mm-thick (24-inch-thick) unreinforced section.
Figure 7: A rail corridor between Hochstadt and Probstzella, Germany, enabled observation of the benefits of using geogrids in a full-scale field situation.
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Figure 9: Dynamic deflection of rail track measured using a rail car, both prior to and following the inclusion of geogrid within the roadbed section.
Figure 10: Utility pipes protruding from a Dallas Area Rapid Transit Authority roadbed are accommodated by minor slitting of the geogrid.
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Figure 11: Geogrid placed at the bottom of a roadbed in Texas reduced the required thickness of sub-ballast by 50 percent.
Figure 12: Network Rail design chart for determining the required roadbed thickness.
The U.K. Approach to design In the United Kingdom, the national rail authority, Network Rail, has been using geogrids beneath its main line tracks since the early 1990s. In addition, it has undertaken several in-house testing programs, both in the laboratory and along in-service tracks, to quantify the performance benefits associated with the use of geogrids in roadbed structures. Design protocols for roadbed structures are prescribed in Network Rail (2005). The general approach adopted is to attain a target stiffness for the roadbed beneath the track. As shown in Table 1, this value varies and depends on whether or not a geogrid is included within the roadbed structure a minimum dynamic sleeper support stiffness (K ) of 60 kN/mm is required for an unreinforced roadbed, whereas only 30 kN/mm is required for the same acceptable level of performance when a geogrid is included within the roadbed section. For a given set of subgrade conditions and the same type of aggregate, the stiffness of a roadbed section is essentially a function of the thickness of the ballast and sub-ballast layers. As indicated in the design chart shown in Figure 12, the use of a geogrid results in a thickness reduction for the roadbed of around 8 inches (200 mm) relative to a conventional unreinforced section. It should be appreciated that although the Network Rail design protocols refer to geogrids generically no specific manufacturers products are ruled in or out any geogrid product proposed for use on its system requires a current PADS Certificate. This document is obtained from Network Rail and is only issued for products where the performance benefits prescribed above have been demonstrated in full-scale laboratory and field tests. It is not sufficient simply to offer an equivalent product based on material properties, even if these properties exceed those for a
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DF = distribution factor; and A= surface area of cross-tie face (square inches). Given that this methodology was developed almost half a century before the first geogrids were invented, it is not surprising that there is no prescribed means to include the benefits provided by these materials. However, as mentioned previously, it is widely accepted that one of the principle functions of a geogrid is to stiffen an aggregate layer and thereby provide a more efficient means by which to transfer load onto the underlying subgrade. If then, based on full-scale testing, it can be determined what these load-spread benefits are for a particular geogrid product, the allowable stress parameter ( pc ) in Equation 1 can be adjusted accordingly. A decrease in the pressure imposed at the subgrade level would clearly lead to a reduction in the required roadbed thickness. Although, up to this point, no formal guidance has been provided by AREMA on the use of geogrids in roadbed structures, a new section describing the benefits associated with the use of these products has recently been approved for publication and will appear in the 2010 edition of the AREMA design manual. This new section will also include details on how to specify geogrids in this particular application.
these circumstances, the principle benefit provided by the geogrid is one of service life extension. Although this approach results in an increase in the initial cost of the roadbed section or the rehabilitation costs for an existing roadbed structure, the ballast life extension can easily outweigh this initial investment. Based on the laboratory and field testing undertaken to date, it is likely that a three- to five-fold increase in the life of the ballast will be attained when a geogrid is included within this layer.
where, h= required thickness of ballast plus sub-ballast below the ties (inches); pc = allowable stress at depth h under cross-tie centerline (pounds per square inch (psi)); and pa = imposed pressure at face of crosstie (psi). The parameter pa is determined using Equation 2.
(Equation 2)
where, IF = impact factor (function of wheel diameter and maximum train speed);
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component reductions in rigid pavement structures. Alternatively, when life cycle cost savings are considered more important, geogrids can be used to extend the life of a pavement structure. Numerous full-scale tests have been undertaken to quantify the extension of life provided by geogrids in flexible pavement structures. Typically, a threeto six-fold increase can be expected for the better quality geogrid products
currently available. A detailed description of the topic of pavement life extension in geogrid reinforced pavement structures is provided by Penman and Cavanaugh (2006), and further details on how to quantify the benefits of using geogrids in pavement structures are provided in AASHTO (2001).
Installation considerations
For sub-ballast reinforcement applications, or where a geogrid is to be
Figure 13: Geogrid is rolled out by a track-mounted undercutting machine prior to new ballast being dropped in place.
REFERENCES
AASHTO, 2001, Recommended Practice for Geosynthetic Reinforcement of the
Aggregate Base Course of Flexible Pavements, American Association of State Highway and Transportation Officials Provisional Standard PP46-01.
Archer, S., 2008, Subgrade Improvement for Paved and Unpaved Surfaces Using
AREMA, 2009, Manual for Railway Engineering, American Railroad Engineering and Bathurst, R.J and Raymond, G.P., 1987, Geogrid Reinforcement of Ballasted Track,
TRK/9039.
Penman, J. and Cavanaugh, J., 2006, Extending Flexible Pavement Life Using
included within a pavement structure, the method of installation is straightforward. If possible, the existing surface is graded and crowned to promote positive drainage away from the main area of trafficking. Any protruding objects such as tree stumps are removed prior to rolling out the geogrid. Overlaps of 1 foot to 3 feet are generally sufficient to ensure that full geogrid coverage is maintained during the design life of the structure. Only when extremely soft conditions are encountered is it necessary to peg or tie geogrids together. Once the geogrid has been rolled out, the overlying aggregate can be placed and compacted immediately. Conventional dump trucks and compaction equipment can be used provided the underlying subgrade has sufficient strength to carry the imposed loads. For ballast reinforcement applications, special provision needs to be made because of the clean, coarse nature of the aggregate generally used for this layer. Under normal circumstances, trafficking with heavy-axle trucks on a limited thickness of aggregate underlain by a geogrid is not a problem. However, in the case of a ballast stone, the lack of a finer fraction can result in shoving and excessive rutting at the surface even after a fairly limited number of vehicle passes. For a relatively thin ballast layer, the geogrid can be exposed and pulled up during the installation process. Therefore, truck trafficking must be limited when a geogrid is included within the ballast layer. Limiting the amount of truck trafficking can be achieved in the following ways: Use an access road along the side of the rail line so the trucks can drive on and off the track area only where they are dumping aggregate. If an existing track is located adjacent to the track being constructed, side dump aggregate from trains. Once the geogrid is placed directly on the sub-ballast, the track can be
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Summary
The use of geogrids to enhance the performance of roadbed sections has become much more widespread,
Jim Penman, CGeol, FGS, director of business development for Tensar International Corp., is a geotechnical engineer with more than 15 years experience in geosynthetics. He currently serves on AREMA Committee 1 (Roadway and Ballast) and can be contacted at jpenman@tensarcorp.com. Daniel J. Priest, P.E., product manager Road Solutions for CONTECH Construction Products Inc., holds a MSCE from Northwestern University and has more than 10 years of experience in the geosynthetics industry and geotechnical engineering. He can be contacted at priestd@contech-cpi.com.
CE News Professional Development Series Reporting Form Article Title: The Use of Geogrids in Railroad Applications
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