Construction and field measurement of high-speed railway test embankment built on Indian expansive soil “Black Cotton Soil”

The railway embankment applied to high-speed railways is required to have high performance in terms of strength and deformation characteristics. Especially in the case of railway embankments that support slab tracks, the allowable settlement is very small. There are two technical challenges in constructing high-speed rail embankments to support slab tracks in India. The first challenge is dealing with problematic black cotton soil (BCS), which is widely distributed in India but very unusual soil in Japan. The second challenge is posed by the strict deformation requirement in the construction of the embankments. In this study, a 6 m-high test embankment was constructed on BCS in India. The deformation of the embankment and changes in water content were measured over a period of 18 months. In the construction of the test embankment, two different BCS countermeasures were applied. The results of the tests on this embankment were compared with those from an embankment without countermeasures. Complicated deformation behaviors, including settlement and the uplift of embankment, were observed in the section without countermeasure. However, in the embankment with cement-mixed gravelly soil (CGS) slab improvement with geosynthetics, the much lower amplitude of embankment deformation is evidence of the effectiveness of this countermeasure. The cohesive non-swelling soil (CNS) layer applied immediately below the embankment to reduce the water content fluctuation of BCS was not effective enough for use for high-speed railway embankment. Besides determining the technical challenges for the BCS countermeasures, the results of this study confirmed that a high-performance embankment can be constructed with Indian embankment material by performing sufficient compaction management.     

Effects of primary curing and subsequent disturbances on strength development of steel slag-treated marine clay

Steel slag-treated marine clay (SSTC) is a novel geomaterial used for recycling steel slag. This article reports the effects of the primary curing (the time delay between mixing and fill work) and the subsequent disturbances (the processes of remolding, handling, and placement) on the strength development of the geomaterial. The results of a series of experiments point to the possibility of improving the initial strength of SSTC for maritime fill work. Laboratory tests were performed to investigate the changes in and the recovery of the geomaterial strength brought about by one to three days of primary curing and the subsequent disturbances during various secondary curing times. In the field tests, three embankments, using SSTC that had previously undergone one or two days of primary curing, were constructed in seawater with an actual construction machine. The test results indicated that the initial strength of SSTC previously treated with one, two, or three days of primary curing increased to approximately 14 kN/m². The loss in strength that occurred at the primary stage of curing was recovered at a later stage of curing, namely, after 28 days, and the strength of the SSTC in the three embankments was 52–70% of the sample that was cured without primary disturbance. Larger amounts of disturbances were applied to the SSTC in the field tests than in the laboratory tests. The field tests produced submerged embankments, 1.8 m in height, with average slopes of 1:2.1–1:2.9, by undergoing one to two days of primary curing. The strength of the SSTC in all the embankments recovered significantly with time after construction, and the unconfined compressive strength of the SSTC exceeded 200 kN/m² at 100 days, which is deemed sufficient for the construction of embankments. Overall, it was confirmed that the one-day primary curing and the sea-bottom fill method presented better results than the two-day primary curing and the sea-surface fill method, considering the gradient of the slope and the strength-recovery characteristics of the SSTC.     

基于管理因素的堤防工程工后不均匀沉降分析

软土地基上堤防工程的工后沉降预测和控制不仅受理论计算方法的制约,在某些情况下,工程全周期管理更是主要影响因素。本文结合多个海堤工程的原位观测数据与理论计算,充分考虑实际的施工条件,对堤防工程全线的工后沉降进行分析。     

大型疏浚土充填袋筑堤技术研究

为缓解砂石资源紧缺、保护生态环境、降低工程造价和高效利用航道疏浚土,以大型疏浚土充填袋筑堤技术应用于连云港港徐圩港区围堤建设为工程实例,通过稳定性分析计算、离心模型试验开展了大型疏浚土充填袋筑堤技术的理论可行性研究,并结合原型试验提出了新型配套施工工艺,形成了相关成套技术。研究表明:袋体土工织物加筋作用良好,堤体及地基稳定性能够满足安全设计;控制疏浚土充填料初始含水率、采用泥浆泵与浓浆泵串联接力的施工工艺,能够提升大型疏浚土充填袋筑堤施工效率,满足正常围堤建设强度需要;低含水率疏浚土充填料排水较快、袋体实际有效厚度较为理想、堤体地基较为稳定,大型疏浚土充填袋筑堤具有其技术可行性。     

水泥土连拱抗滑墙加固结构优化研究

水泥土连拱抗滑墙加固软基边坡,能够充分发挥水泥土抗压能力和抗剪能力,同时从机理上避免弯折效应而又能有效消除随机劣质层的影响。本文对水泥土连拱抗滑墙加固结构的工作性状进行了系统的研究,探讨了加固结构设计参数的变化对边坡抗滑效果的影响。分析了墙厚、连拱抗滑墙进入硬土层深度、抗滑墙长度等参数对加固效果的影响,为工程应用提供了理论指导。     

基于废石中线法的强震区高尾矿坝动力特性分析

为了解废石中线法应用于强震区高堆尾矿坝建设的动力特性及稳定情况,采用有限元方法对废石中线法尾矿坝体渗流、静力条件以及动力响应进行模拟。分析了坝体在地震荷载作用下的加速度响应、液化区范围及稳定性。计算结果表明,尾矿坝体浸润线低,9级地震设防条件下坝体液化区主要集中在库内,不能形成滑移通道;尾矿坝加速度反应较小,放大倍数为1.99;坝体动力时程最小安全系数为1.055,均能够满足相关规范要求。成果对于今后强震区高尾矿坝的设计、研究及抗震加固具有指导意义。     

沪蓉西高速公路拓宽软土地基高路堤施工技术

沪蓉西高速公路贺家坪连接线K2+710～K2+890段为软土地基上老路拓宽高路堤.半幅路基为稳定性较好的老路利用,而另半幅路基位于河谷冲击沉积的水田内,上部有3.0～6.5m的淤泥层,路堤最大填筑高度约40m.工后沉降、差异沉降、路堤失稳是本路堤质量控制的关键.介绍施工中采用抛石挤淤、开挖台阶、分层铺设土工格栅等措施综合处治措施,并加强稳定性和沉降动态监测.确保了路堤填筑质量和进度,保证了整个工程顺利完成.     

基于强度折减的加筋软土路堤边坡稳定分析

现行的加筋路堤稳定分析方法无法真实反映土工织物垫层对软土路堤稳定性的贡献,使计算的安全系数提高很少.利用基于强度折减的边坡稳定分析方法,模拟筋材与土体的相互作用,可分析加筋软土路堤的边坡稳定性.建议取边坡无量纲位移突变时刻对应的强度折减系数作为安全系数.经过三茂铁路路堤验算,计算的安全系数与传统加筋路堤稳定分析方法相比大幅提高,并与实测结果较为符合.最后,利用本文给出方法计算复合加筋排水褥垫加固路堤的稳定性.     

管桩加固拓宽路堤地基的离心试验研究

针对在软弱地基上进行路堤的拓宽工程中出现不均匀沉降的问题,通过室内物理力学试验确定出地基土和填土的含水量、密度等参数,利用离心模型试验进行不同工况分析。试验结果表明在路堤的拓宽工程中采用管桩加固地基的方法,能够提高地基的承载能力,大大减小不均匀沉降量,增强边坡的稳定性,为实际施工提供了理论支持和试验验证。     

山区公路类土质深路堑高边坡处治

结合福建东部沿海山区高速公路类土质深路堑高边坡特点,分别介绍了类土质深挖路堑高边坡的处治办法,对工程实践中出现的滑坡现象进行了分析,论述了设计施工中注意的重要方面,对今后相关深路堑高边坡设计与施工有一定的借鉴意义。