Use of Tyre-Derived Aggregate as Backfill Material for Wave Barriers to Mitigate Railway-Induced Ground Vibrations
Abstract
:1. Introduction
2. Materials and Methods
2.1. Generalities
2.2. Train–Track–Ground Interaction
2.3. Explicit 3D Finite-Difference Method Formulated in the Space/Time Domain
2.4. Study Case
3. Results and Discussion
3.1. Introduction
3.2. Vibration Due to Stationary Point Load
3.2.1. Effect of Pile Length
3.2.2. Effect of Pile Spacing
3.3. Vibration Due to a Passing Train
3.4. Influence of the Constitutive Model for TDA Material
3.5. Comparison with Others Backfill Materials
4. Conclusions
- -
- Pile barriers backfilled with TDA material are an effective measure for the reduction of railway vibrations, with IL values of up to 11 dB and low economic cost and are a very interesting measure in terms of environmental sustainability since the material originates from a highly polluting product that is recycled. The mitigation is caused by the damping of TDA and contrast of stiffness between TDA material and ground.
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- TDA pile wave barriers must be tangential in order to be effective since spacing the piles causes efficiency losses and the reduction effect is practically negligible given that the pile alone does not have vibration modes.
- -
- Regarding the effect of the constitutive model of the TDA material on the reduction of vibrations, it has been shown here that there is hardly any effect when the linear elastic model is compared with a hyperbolic model and with an anisotropic model.
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- The comparison with other backfills, such as concrete or steel tubular piles, shows that the TDA pile is a less effective measure for vibration reduction, although in terms of economic cost it is a very competitive solution, and it is also a very environmentally friendly solution.
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- The depth of the TDA barriers is closely related to the wavelength of the Rayleigh wave in the ground. In this regard, it should be noted that when a stiff soil layer is reached, the effect of lengthening or deepening the barrier under such a layer is very small, although in this sense, there are no general rules and each specific case should be carefully studied.
Author Contributions
Funding
Acknowledgments
Conflicts of Interest
Data Availability Statement
References
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Thickness (m) | ρ (kg/m3) | E (kN/m2) | ν | ξ (%) | Rayleigh Coefficients | ||
---|---|---|---|---|---|---|---|
α (s−1) | β (s) | ||||||
Soil layer 1 | 1.5 | 1900 | 110.8 × 103 | 0.48 | 3 | 5.65 | 0.000159 |
Soil layer 2 | 1.0 | 1900 | 95.8 × 103 | 0.49 | 3 | 5.65 | 0.000159 |
Soil layer 3 | 1.0 | 1900 | 163.7 × 103 | 0.49 | 3 | 5.65 | 0.000159 |
Soil layer 4 | 1.0 | 1900 | 119.5 × 103 | 0.49 | 3 | 5.65 | 0.000159 |
Soil layer 5 | 1.0 | 1900 | 145.4 × 103 | 0.49 | 3 | 5.65 | 0.000159 |
Soil layer 6 | 1.0 | 1900 | 226.6 × 103 | 0.49 | 3 | 5.65 | 0.000159 |
Soil layer 7 | 5.5 | 1900 | 339.0 × 103 | 0.48 | 3 | 5.65 | 0.000159 |
Soil layer 8 | 18.0 | 1900 | 539.6 × 103 | 0.47 | 3 | 5.65 | 0.000159 |
Thickness (m) | ρ (kg/m3) | E (kN/m2) | ν | ξ (%) | Rayleigh Coefficients | ||
---|---|---|---|---|---|---|---|
α (s−1) | β (s) | ||||||
Sleeper | 0.22 | 2500 | 30 × 106 | 0.20 | 1 | 1.88 | 0.000053 |
Ballast | 0.35 | 1600 | 97 × 103 | 0.12 | 6 | 11.30 | 0.000318 |
Sub-ballast | 0.55 | 1900 | 212 × 103 | 0.20 | 4 | 7.53 | 0.000212 |
Tyre-Derived Aggregate | ρ (kg/m3) | E (kN/m2) | ν | ξ (%) | Rayleigh Coefficients | |
---|---|---|---|---|---|---|
α (s−1) | β (s) | |||||
640 | 630 | 0.20 | 20 | 37.68 | 0.00106 |
Maximum Size (mm) | Percentage Passing (%) |
---|---|
450 | 100 |
300 | 90 |
200 | 75 |
75 | 50 |
38 | 25 |
4.75 | 1 |
Model | γ (kN/m3) | E (kPa) | ν | a | b | E11 (kPa) | E33 (kPa) | ν12 (=ν31) | ν13 |
---|---|---|---|---|---|---|---|---|---|
Linear isotropic | 6.4 | 630 | 0.20 | ----- | ----- | ----- | ----- | ----- | ----- |
Nonlinear isotropic | 6.4 | ----- | 0.20 | 248 | 2.65 | ----- | ----- | ----- | ----- |
Linear anisotropic | 6.4 | ----- | ----- | ----- | ----- | 946 | 630 | 0.11 | 0.37 |
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Fernández-Ruiz, J.; Medina Rodríguez, L.E.; Costa, P.A. Use of Tyre-Derived Aggregate as Backfill Material for Wave Barriers to Mitigate Railway-Induced Ground Vibrations. Int. J. Environ. Res. Public Health 2020, 17, 9191. https://doi.org/10.3390/ijerph17249191
Fernández-Ruiz J, Medina Rodríguez LE, Costa PA. Use of Tyre-Derived Aggregate as Backfill Material for Wave Barriers to Mitigate Railway-Induced Ground Vibrations. International Journal of Environmental Research and Public Health. 2020; 17(24):9191. https://doi.org/10.3390/ijerph17249191
Chicago/Turabian StyleFernández-Ruiz, Jesús, Luis E. Medina Rodríguez, and Pedro Alves Costa. 2020. "Use of Tyre-Derived Aggregate as Backfill Material for Wave Barriers to Mitigate Railway-Induced Ground Vibrations" International Journal of Environmental Research and Public Health 17, no. 24: 9191. https://doi.org/10.3390/ijerph17249191