The railway ballast layer provides the function of bearing loading, resisting geometry degradation, and drainage. In those related research, the behaviour of ballast assembly can be obtained by laboratory (or in-situ) tests. Limited simulation methods can be used to analyse the behaviour of ballast particles at the mesoscopic level. The numerical simulations based on the Discrete Element Method (DEM) are employed, which treat every ballast particle as a calculation component. However, the efficiency of DEM simulation is very low due to the algorithm and a very large number of elements. This paper analysed the efficiency-related questions of the DEM modelling. The influence of particle shape and contact properties on the force behaviour is studied. Further, an optimised multi-layer ballast track model is introduced based on the most influential ballast areas. In such areas, particles are generated with an irregular shape to ensure the reliability of results, and particles except that area are generated with a rolling resisted ball shape to decrease the number of elements. A series of lateral resistance simulations are conducted to show and validate the accuracy and efficiency of this method in the dimension of the single sleeper section. Results show that this optimised multi-layer model building method largely improves efficiency, and it can provide accurate data.@en

The railway industry has shown a strong interest in utilizing sustainable materials, including recycled materials and composites, in construction. Bamboo, as a highly renewable natural resource, has been proposed as a construction material for the railway industry. This material offers several advantages, such as high strength and durability, sustainability, low embodied energy, and ease of handling. It has been used in various construction materials like plywood, scrimber, laminates, and fibers. This paper aims to review the application of bamboo as a material in the railway industry and provide suggestions for its future use as railway sleepers. The mechanical properties of bamboo and its desirable features for sleeper construction, such as versatility, durability, low embodied energy and carbon footprint, lightweight, and ease of handling, are discussed. Bamboo-based products like plywood and scrimber can offer higher mechanical properties compared to traditional timber sleepers. Moreover, due to its rapid growth rate, bamboo is considered an environmentally friendly material. However, there are certain factors that limit the widespread deployment of bamboo in the railway industry. For instance, the lightweight nature of bamboo can reduce the lateral resistance of sleepers. Additionally, long-term performance studies and its performance in regions with varying weather conditions need to be further investigated. This review paper aims to promote the increased utilization of bamboo in the railway industry, contributing to the development of sustainable railway tracks. By considering the mechanical properties and advantageous characteristics of bamboo, it is possible to explore its potential as a viable and eco-friendly material for railway sleepers.@en

To mitigate the ballast flight risk in the high-speed railway, this paper presents three new polyurethane bonding schemes which have negligible influence to tamping operations. With the application of these bonding schemes, a series of laboratory tests indicated that the polyurethane-reinforced ballast exhibited much larger lateral resistance than the ordinary ballast by 31% at least. Discrete element simulation results further demonstrated that the polyurethane improved the load-bearing capacity of the ballast at the particle scale through effectively restraining the particle movement. Therefore, the proposed bonding schemes ensure adequate lateral ballast resistance and are effective measures for improving the ballast performance.@en

During the development for railway, ballasted track is dominant structure and makes up more than 95% of the whole track modes. However, its shortage is considerable in high speed railway and heavy haul system. Regarding to the ballasted railway track's defects as particle breakage, settlement, and geometry irregularity which lead to enormous maintenance and cost. Polyurethane reinforced ballasted track has shown great application prospect. This reinforcement method can settle several problems, including stiffness adjustment, ballast flight prevention, and stability in specific zones, such as curve, tunnel line. This paper presents a comprehensive review of polyurethane research and application within ballasted track system. Besides, according to different usage, varies of bonding methods are also introduced in this paper. However, some challenges still exist such as maintenance and cost, potential solutions are put forward for further investigated and validated, consequently. Accordingly, an overall prospect of polyurethane reinforcement in railway system is presented.@en

The use of recycled materials is a new tendency in the field of railway engineering. Steel slag aggregates (SSA) are one of the recycled materials derived from the steel industry. The application of SSA in ballasted railway tracks requires mechanical examination. In the present paper, the shear behavior of the ballast layer constructed by SSA and basalt aggregates was considered to assess the use of SSA as a substitution for basalt. In this regard, a series of large-direct shear tests were performed on basalt and SSA under various normal stresses. Based on the results, basalt aggregates have higher shear resistance than SSA for all normal stress. However, steel slag has sufficient shear strength as well as particle abrasion resistance. Overall, it was proven that the SSA has suitable stability against shear forces that could be applied on railway ballast.@en

Differential railway track settlement can result in ballast voids, leading to sleepers that hang from the rail and are no longer supported by the ballast. These hanging sleepers are damage for track component. As a solution, this paper proposes and investigates a new concept sleeper with a wedge-shaped geometry, intended to stimulate the migration of ballast into any voids, thus reducing the occurrence of hanging sleepers. A series of scaled laboratory tests and 2D and 3D discrete element simulations are used to investigate different wedge-shaped geometries. The investigations include the wedge type (single long wedge versus multiple mini-wedges) and the wedge angle (30, 45, 60 degrees). First, the scaled laboratory tests are used to study the performance of different wedge geometries. Next, 3D DEM simulations are performed to analyse the contact forces in the ballast due to different wedge designs. Finally, 2D DEM simulations are performed to study the settlement behaviour. The main conclusions are that a single long wedge is preferable compared to multiple smaller wedges. when the wedge sleeper angle is larger than the ballast's angle of repose, particles have the freedom to migrate into the settlement induced voids. Also, an increased wedge sleeper angle stimulates greater particle migration and thus improves the support correction. However the longer wedge also leads to a decrease in effective ballast height under sleeper which may make retrofitting on existing lines challenging.@en

Under the high requirement of ballast materials and the frequent maintenance of high-speed and heavy-haul railway, the maintenance cost and material consumption become an important problem. Several methods are used to increase the stability and service life of railway structure, also using recycled materials in ballast bed construction can be a way for railway sustainable development. Thus, an idea of using furnace slag as the sub-ballast was put forward in this research. To qualify the performance of furnace slag, a series of tests were carried out, including single particle crushing test, direct shear test, box stiffness test, and the crushed stone which is the traditional sub-ballast material was used as a comparison. In addition, the test and numerical simulation on box stiffness were carried. Results show that furnace slag has less possible to breakage and abrasion, its shear resistance is 16.46%–19.48% higher, and 20.44%–26.04% decrease in shear dilatancy. However, the stiffness for single particle shows not much difference, the box stiffness test and simulation indicated that furnace slag has a higher capacity and better elasticity. Based on that, this research provides the feasibility of using furnace slag as the sub-ballast, and it works as an environment-friendly way in railway construction.@en

To enhance the stability of continuous welded rail (CWR) tracks, frictional sleepers have been developed. The frictional sleepers are new types of sleepers with grooves on the bottom, and different bottom grooves improve lateral resistances at different magnitudes. In this study, single sleeper push test (SSPT) and its model with discrete element method (DEM) were carried out to confirm how much arrowhead groove frictional (AGF) sleeper increases the lateral resistance of ballasted track. The SSPTs were performed to confirm the lateral resistance results, and also to validate and calibrate the DEM models. With the validated models, the groove factors influencing the lateral resistances were studied, including groove sizes (depth, width), arrowhead groove direction and groove numbers. The reason of lateral resistance improvement was studied at mesoscopic level, including the ballast-sleeper contact numbers and contact force chains. Results show that applying the AGF sleeper is able to improve lateral resistance by 7–24%, and it can provide enough lateral resistance after reducing ballast shoulder width from 500 mm to 300 mm. The AGF sleeper can improve the sleeper-ballast interaction by increasing sleeper-ballast contact number. The study is helpful for frictional sleeper design, further improving track stability.@en

Ballast rheology is a phenomenon that describes movements of ballast particles due to the discrete nature, which eventually leads to the ballast bed fluid deformation after a long-time service. In most cases, ballast rheology is the main reason of track irregularity that leads to some track defects, e.g., hanging sleeper and mud spots. Therefore, it is significant to confirm the ballast rheology mechanism, which not only benefits for alleviating track defects, prolonging track service and providing safe transportation, but also provides an innovated means for accurately calibrating the discrete element method (DEM) models. Towards this aim, the Particle Image Velocimetry (PIV) is utilised to study ballast rheology through measuring ballast particle displacements in the single sleeper push test (SSPT). The ballast rheology results are compared with those from the DEM SSPT model, through which the DEM model is calibrated. Results show that the PIV is an effective technical means for ballast rheology study and DEM model calibration. This study is helpful for the researchers to build more precise DEM models, further providing theoretical methodology for ballast track construction and innovations.@en

In this study, the application of a retaining wall was proposed as a solution for reducing the lateral displacement of the ballast layer, particularly in sharp curves and bridges. In this regard, a series of single tie push tests were performed on panels with shoulder ballast widths of 300 mm, 400 mm, 500 mm with and without the presence of L-shaped and T-shaped retaining walls. Overall, it was proven that the application of an L-shaped wall led to a 15.8% increase in the lateral resistance, and that T-shaped walls have a higher impact on the stability of the track. A shoulder width of 400 mm was proposed as the optimum width for ballasted tracks with retaining walls.@en

Ballast degradation is frequently observed under cyclic loading, and results in bearing capacity and drainage problem of ballast track. To keep the stability and safety, periodical maintenances are needed, such as cleaning and replacement, which produce a huge amount of wasted ballast. Thus, reusing the deteriorated ballast can become a considerable method for sustainable railway development and environment protection. One applications is adding the cleaned deteriorated ballast (i.e. recycled ballast) into fresh ballast. Furthermore, it is common situation that applying the mixture of fresh and deteriorated ballast during the railway operation. To study the mechanical behaviour of this mixture and find out the criterion weight proportion of the recycled ballast, a series of large direct shear tests were performed with different weight proportions (0%, 10%, 20%, 30%, 40%, and 50%) of recycled ballast mixed into fresh ballast under different normal stresses (50, 100 and 200 kPa). In addition, a numerical simulation based on discrete element method (DEM) was used to illustrate the shear strength, contact forces, coordination numbers and displacements of ballast particles. Results show that the shear strength reduction of the mixture is insignificant, when mixed with less than 30% recycled ballast. With the recycled ballast proportion increasing, the shear strength and coordination number reduce and the displacements get larger. This research provides a foundation for the application of recycled ballast, and on the other hands, adding fresh ballast can be a solution to reinforce deteriorated ballast bed.@en

The ballast bed of a railway track consists of two granular layers, the ballast layer and the sub-ballast layer, and it is typically constructed of crushed, angular hard rocks. Studies on ballast degradation and structural performance improvement is needed to optimise reliability, availability, maintainability and safety of the railway track. Typically, the studies are conducted by laboratory/in situ tests and numerical simulations. Within different research methods, the Discrete Element Method (DEM) is utilized to analyse behaviour of granular materials on particle level, making it suitable for railway ballast-related research. A DEM model allows for the description of interaction between particle on a mesoscopic level, while presenting the overall performance of the assembly on a macroscopic level. However, the large number of elements in a model along with the complex algorithm lead to high computational efforts, resulting in low efficiency of the DEM models. This problem limits the number of elements acceptable in a model, which means that only a limited amount of materials in a limited scale is possible to be generated and analysed. Considering the calculation time, the accepted number of elements in a mode depends on various simulated particle sizes (e.g., soil, sub-ballast, ballast) and simulated model sizes (e.g., box model, full-scale model). Additionally, it also affects the simulated loading condition, e.g. static loading or cyclic loading....@en