Search results for: railway drainage

Authors: Sharmeelee Subramaniam, Muhd Harris Ramli, Fauziah Ahmad

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The application of vacuum pressure to accelerate ground consolidation has been growing significantly in recent years. This ground improvement technique has its advantages, especially in areas where suitable fill is scarce, as it minimizes the surcharge fill height required for the preloading. A study was carried out to examine the response of soft subsoil subjected to vacuum consolidation in combination with embankment loading, surcharge preloading and PVD with two-way drainage. This paper shall describe a procedure to determine the optimum surcharge height and penetration depth of prefabricated vertical drains (PVD) where vacuum consolidation is combined with the use of PVD in soft clay deposits with two-way drainage.

Keywords: prefabricated vertical drain, soft soil, surcharge preload, vacuum consolidation

Procedia PDF Downloads 56

Authors: Chul Su Kim, Jun Ku Lee, Won Jun Lee

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The EMU (electric multiple unit) vehicle timer card is a PCB (printed circuit board) for controlling the air-dryer to remove the moisture of the generated air from the air compressor of the braking device. This card is exposed to the lower part of the railway vehicle, so it is greatly affected by the external environment such as temperature and humidity. The main cause of the failure of this timer card is deterioration of soldering area of the PCB surface due to temperature and humidity. Therefore, in the viewpoint of preventive maintenance, it is important to evaluate the reliability of the timer card and predict the replacement cycle to secure the safety of the air braking device is one of the main devices for driving. In this study, the existing and the improved products were evaluated on the reliability through ALT (accelerated life test). In addition, the acceleration factor by the 'Coffin-Manson' equation was obtained, and the remaining lifetime was compared and examined.

Keywords: reliability evaluation, timer card, Printed Circuit Board, Accelerated Life Test

Procedia PDF Downloads 245

Authors: Bhim Kumar Dahal

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Transportation network development in the developing country is in rapid pace. The majority of the network belongs to railway and expressway which passes through diverse topography, landform and geological conditions despite the avoidance principle during route selection. Construction of such networks demand many low to high embankment which required improvement in the foundation soil. This paper is mainly focused on the various advanced ground improvement techniques used to improve the soft soil, modelling approach and its predictability for embankments construction. The ground improvement techniques can be broadly classified in to three groups i.e. densification group, drainage and consolidation group and reinforcement group which are discussed with some case studies.  Various methods were used in modelling of the embankments from simple 1-dimensional to complex 3-dimensional model using variety of constitutive models. However, the reliability of the predictions is not found systematically improved with the level of sophistication.  And sometimes the predictions are deviated more than 60% to the monitored value besides using same level of erudition. This deviation is found mainly due to the selection of constitutive model, assumptions made during different stages, deviation in the selection of model parameters and simplification during physical modelling of the ground condition. This deviation can be reduced by using optimization process, optimization tools and sensitivity analysis of the model parameters which will guide to select the appropriate model parameters.

Keywords: cement, improvement, physical properties, strength

Procedia PDF Downloads 145

Authors: Rudzani Lusunzi, Frans Waanders, Elvis Fosso-Kankeu, Robert Khashane Netshitungulwana

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The Sabie Goldfield has a history of gold mining dating back more than a century. Acid mine drainage (AMD) from the Nestor mine tailings storage facility (MTSF) poses a serious threat to the nearby ecosystem, specifically the Sabie River system. This study aims at developing mitigation measures for the AMD emanating from the Nestor MTSF using materials from the Glynns Lydenburg MTSF. The Nestor MTSF (NM) and the Glynns Lydenburg MTSF (GM) each provided about 20 kg of bulk composite samples. Using samples from the Nestor MTSF and the Glynns Lydenburg MTSF, two mixtures were created. MIX-A is a mixture that contains 25% weight percent (GM) and 75% weight percent (NM). MIX-B is the name given to the second mixture, which contains 50% AN and 50% AG. The same static test, i.e., acid–base accounting (ABA), net acid generation (NAG), and acid buffering characteristics curve (ABCC) was used to estimate the acid-generating probabilities of samples NM and GM for MIX-A and MIX-B. Furthermore, the mineralogy of the Nestor MTSF samples consists of the primary acid-producing mineral pyrite as well as the secondary minerals ferricopiapite and jarosite, which are common in acidic conditions. The Glynns Lydenburg MTSF samples, on the other hand, contain primary acid-neutralizing minerals calcite and dolomite. Based on the assessment conducted, materials from the Glynns Lydenburg are capable of neutralizing AMD from Nestor MTSF. Therefore, the alkaline tailings materials from the Glynns Lydenburg MTSF can be used to rehabilitate the acidic Nestor MTSF.

Keywords: Nestor Mine, acid mine drainage, mitigation, Sabie River system

Procedia PDF Downloads 51

Authors: Dimitrios J. Dimitriou, Maria F. Sartzetaki, Anastasia Kalamakidou

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Transport infrastructure assets are key components of the national asset portfolio. The decision to invest in a new infrastructure in transports could take from a few years to some decades. This is mainly because of the need to reserve and spent many capitals, the long payback period, the number of the stakeholders involved in the decision process and –many times- the investment and business risks are high. Decision makers and stakeholders need to define the framework and the outputs of the decision process taking into account the project characteristics, the business uncertainties, and the different expectations. Therefore, the decision assessment framework is an essential challenge linked with the key decision factors meet the stakeholder expectations highlighting project trade-offs, financial risks, business uncertainties and market limitations. This paper examines the decision process for new transport infrastructure projects in cross-border regions, where a wide range of stakeholders with different expectation is involved. According to a consequences analysis systemic approach, the relationship of transport infrastructure development, economic system development and stakeholder expectation is analysed. Adopting the on system of system methodological approach, the decision making the framework, variables, inputs and outputs are defined, highlighting the key shareholder’s role and expectations. The application provides the methodology outputs presenting the proposed decision framework for a strategic railway project in north Greece deals with the upgrade of the existing railway corridor connecting Greece, Turkey, and Bulgaria.

Keywords: system of system decision making, managing decisions for transport projects, decision support framework, defining decision process

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Authors: Milad Alizadeh Galdiani, Jabbar Ali Zakeri

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Lateral movement of CWR ballasted track occurs in sharp curves because of the lack of adequate lateral resistance. Several strategies have been proposed and used for increase the lateral resistance of ballasted tracks, but still there are some problems in tracks with small radius curves. In this paper, a new method has been presented for increase the lateral resistance. This method is using the lateral supports as numerical and field studies. In this paper, the field and laboratory tests have been conducted by using the single tie pressure test (STPT) and track panel loading test (LTPT). Then, their results were compared with the numerical results. The results of numerical and field tests showed that the lateral stiffness of ballasted tracks significantly increased when there were lateral supports in ballasted tracks. Also, the track structure had a bilinear behavior.

Keywords: ballasted railway, Lateral resistance, railway buckling, field and numerical studies

Procedia PDF Downloads 294

Authors: Benjamin K. Ghansah, Richard K. Appoh, Iliya Nababa, Eric K. Forkuo

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The Nasia River is an important source of water for domestic and agricultural purposes to the inhabitants of its catchment. Major farming activities takes place within the floodplain of the river and its network of tributaries. The actual inundation extent of the river system is; however, unknown. Reasons for this lack of information include financial constraints and inadequate human resources as flood modelling is becoming increasingly complex by the day. Knowledge of the inundation extent will help in the assessment of risk posed by the annual flooding of the river, and help in the planning of flood recession agricultural activities. This study used a simple terrain based algorithm, Height Above Nearest Drainage (HAND), to delineate the floodplain of the Nasia River and its tributaries. The HAND model is a drainage normalized digital elevation model, which has its height reference based on the local drainage systems rather than the average mean sea level (AMSL). The underlying principle guiding the development of the HAND model is that hillslope flow paths behave differently when the reference gradient is to the local drainage network as compared to the seaward gradient. The new terrain model of the catchment was created using the NASA’s SRTM Digital Elevation Model (DEM) 30m as the only data input. Contours (HAND Contour) were then generated from the normalized DEM. Based on field flood inundation survey, historical information of flooding of the area as well as satellite images, a HAND Contour of 2m was found to best correlates with the flood inundation extent of the river and its tributaries. A percentage accuracy of 75% was obtained when the surface area created by the 2m contour was compared with surface area of the floodplain computed from a satellite image captured during the peak flooding season in September 2016. It was estimated that the flooding of the Nasia River and its tributaries created a floodplain area of 1011 km².

Keywords: digital elevation model, floodplain, HAND contour, inundation extent, Nasia River

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Authors: S. P. Pradhan, Amulya Ratna Roul

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A number of landslides are occurring during the rainy season along Rayagada-Koraput Railway track for past three years. The track was constructed about 20 years ago. However, the protection measures are not able to control the recurring slope failures now. It leads to a loss to Indian Railway and its passengers ultimately leading to wastage of time and money. The slopes along Rayagada-Koraput track include both rock and soil slopes. The rock types include mainly Khondalite and Charnockite whereas soil slopes are mainly composed of laterite ranging from less weathered to highly weathered laterite. The field studies were carried out in one of the critical slope. Field study was followed by the kinematic analysis to assess the type of failure. Slake Durability test, Uniaxial Compression test, specific gravity test and triaxial test were done on rock samples to calculate and assess properties such as weathering index, unconfined compressive strength, density, cohesion, and friction angle. Following all the laboratory tests, rock mass rating was calculated. Further, from Kinematic analysis and Rock Mass Ratingbasic, Slope Mass Rating was proposed for each slope. The properties obtained were used to do the slope stability simulations using finite element method based modelling. After all the results, suitable protection measures, to prevent the loss due to slope failure, were suggested using the relation between Slope Mass Rating and protection measures.

Keywords: landslides, slope stability, rock mass rating, slope mass rating, numerical simulation

Procedia PDF Downloads 154

Authors: G. Santamato, M. Solazzi, A. Frisoli

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Systems for detection of damages in railway pantographs effectively reduce the cost of maintenance and improve time scheduling. In this paper, we present an approach to design a monitoring tool fitting strong customer requirements such as portability and ease of use. Pantograph has been modeled to estimate its dynamical properties, since no data are available. With the aim to focus on suspensions health, a two Degrees of Freedom (DOF) scheme has been adopted. Parameters have been calculated by means of analytical dynamics. A Finite Element Method (FEM) modal analysis verified the former model with an acceptable error. The detection strategy seeks phase-plots topology alteration, induced by defects. In order to test the suitability of the method, leakage in the dashpot was simulated on the lumped model. Results are interesting because changes in phase plots are more appreciable than frequency-shift. Further calculations as well as experimental tests will support future developments of this smart strategy.

Keywords: pantograph models, phase plots, structural health monitoring, damage detection

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Authors: Syed Amer Mahmood, Rao Mansor Ali Khan

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This study deals with the remote sensing analysis of tectonic deformation and its implications to understand the regional uplift conditions in the lower Jhelum and eastern Potwar. Identification and mapping of active structures is an important issue in order to assess seismic hazards and to understand the Quaternary deformation of the region. Digital elevation models (DEMs) provide an opportunity to quantify land surface geometry in terms of elevation and its derivatives. Tectonic movement along the faults is often reflected by characteristic geomorphological features such as elevation, stream offsets, slope breaks and the contributing drainage area. The river profile analysis in this region using SRTM digital elevation model gives information about the tectonic influence on the local drainage network. The steepness and concavity indices have been calculated by power law of scaling relations under steady state conditions. An uplift rate map is prepared after carefully analysing the local drainage network showing uplift rates in mm/year. The active faults in the region control local drainages and the deflection of stream channels is a further evidence of the recent fault activity. The results show variable relative uplift conditions along MBT and Riasi and represent a wonderful example of the recency of uplift, as well as the influence of active tectonics on the evolution of young orogens.

Keywords: quaternary deformation, SRTM DEM, geomorphometric indices, active tectonics and MBT

Procedia PDF Downloads 328

Authors: Bahar Salavati Vie Le Sage, Ismaïl Ben Hariz, Flavien Viguier, Sirine Noura Kahil, Audrey Jacquin, Maxime Convert

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The ballast layer plays a key role in railroad maintenance and the geometry of the track structure. Ballast also holds the track in place as the trains roll over it. Track ballast is packed between the sleepers and on the sides of railway tracks. An imbalance in ballast volume on the tracks can lead to safety issues as well as a quick degradation of the overall quality of the railway segment. If there is a lack of ballast in the track bed during the summer, there is a risk that the rails will expand and buckle slightly due to the high temperatures. Furthermore, the knowledge of the ballast quantities that will be excavated during renewal works is important for efficient ballast management. The volume of excavated ballast per meter of track can be calculated based on excavation depth, excavation width, volume of track skeleton (sleeper and rail) and sleeper spacing. Since 2012, SNCF has been collecting 3D points cloud data covering its entire railway network by using 3D laser scanning technology (LiDAR). This vast amount of data represents a modelization of the entire railway infrastructure, allowing to conduct various simulations for maintenance purposes. This paper aims to present an automated method for ballast volume estimation based on the processing of LiDAR data. The estimation of abnormal volumes in ballast on the tracks is performed by analyzing the cross-section of the track. Further, since the amount of ballast required varies depending on the track configuration, the knowledge of the ballast profile is required. Prior to track rehabilitation, excess ballast is often present in the ballast shoulders. Based on 3D laser scans, a Digital Terrain Model (DTM) was generated and automatic extraction of the ballast profiles from this data is carried out. The surplus in ballast is then estimated by performing a comparison between this ballast profile obtained empirically, and a geometric modelization of the theoretical ballast profile thresholds as dictated by maintenance standards. Ideally, this excess should be removed prior to renewal works and recycled to optimize the output of the ballast renewal machine. Based on these parameters, an application has been developed to allow the automatic measurement of ballast profiles. We evaluated the method on a 108 kilometers segment of railroad LiDAR scans, and the results show that the proposed algorithm detects ballast surplus that amounts to values close to the total quantities of spoil ballast excavated.

Keywords: ballast, railroad, LiDAR , cloud point, track ballast, 3D point

Procedia PDF Downloads 65

Authors: Hossein Askarinejad, Manicka Dhanasekar

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In railway tracks, two adjacent rails are either welded or connected using bolted jointbars. In recent years the number of bolted rail joints is reduced by introduction of longer rail sections and by welding the rails at location of some joints. However, significant number of bolted rail joints remains in railways around the world as they are required to allow for rail thermal expansion or to provide electrical insulation in some sections of track. Regardless of the quality and integrity of the jointbar and bolt connections, the bending stiffness of jointbars is much lower than the rail generating large deflections under the train wheels. In addition, the gap or surface discontinuity on the rail running surface leads to generation of high wheel-rail impact force at the joint gap. These fundamental weaknesses have caused high rate of failure in track components at location of rail joints resulting in significant economic and safety issues in railways. The mechanical behavior of railway track at location of joints has not been fully understood due to various structural and material complexities. Although there have been some improvements in the methods for analysis of track at jointed rails in recent years, there are still uncertainties concerning the accuracy and reliability of the current methods. In this paper the current methods in analysis of track with a rail joint are critically evaluated and the new advances and recent research outcomes in this area are discussed. This research is part of a large granted project on rail joints which was defined by Cooperative Research Centre (CRC) for Rail Innovation with supports from Australian Rail Track Corporation (ARTC) and Queensland Rail (QR).

Keywords: jointed rails, railway mechanics, track dynamics, wheel-rail interaction

Procedia PDF Downloads 318

Authors: Buğra Sinmez

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In some countries, such as China, Turkey, andseveralEuropeanUnionnations, the therailwaypavementstructuralsystem has recently undergonerapid growth as a vital element of the transportation infrastructure, particularlyfortheuse of high-speed trains. It is vitaltoconsiderthe High-SpeedInfrastructureDemandwhendevelopingandconstructingtherailwaypavementstructure. HSRL can create more substantial ldifficultiestotheballastorbaselayer of regularlyusedballastedrailwaypavementsthanstandardrailwaytrains. The deterioration of the theballastorbaselayermayleadtosubstructuredegradation, which might lead to safety concerns and catastrophicincidents. As a result, the efficiency of railways will be impactedbylargecargoesorhigh-speed trains. A railwaypavement construction can be strengthened using geosyntheticmaterials in theballastorfoundationlayer as a countermeasure. However, there is still a need in the literature to quantifytheinfluence of geosynthetic materials, particularlygeogrid, on the mechanical responses of railwaypavementstructuresto HSRL loads which is essential knowledge in supporting the selection of appropriate material and geogridinstallationposition. As a result, the purpose of this research is to see how a geogridreinforcementlayermayaffectthekeyfeatures of a ballastedrailwaypavementstructure, with a particular focus on the materialtypeandgeogridplacementpositionthatmayassistreducethe rate of degradation of the therailwaypavementstructuresystem. Thisstudyusesnumericalmodeling in a genuinerailwaycontexttovalidatethebenefit of geogrid reinforcement. The usage of geogrids in the railway system has been thoroughly researched in the technical literature. Three distinct types of geogrid installed at two distinct positions (i.e.,withintheballastlayer, betweentheballastandthesub-ballast layer) within a railwaypavementconstructionwereevaluatedunder a variety of verticalwheelloadsusing a three-dimensional (3D) finite element model. As a result, fouralternativegeogridreinforcementsystemsweremodeledtoreflectdifferentconditions in the ballastedrailwaysystems (G0: no reinforcement; G1: reinforcedwithgeogridhavingthelowestdensityandYoung'smodulus; G2: reinforcedwithgeogridhavingtheintermediateYoung'smodulusanddensity; G3: reinforcedwithgeogridhavingthegreatestdensityandYoung'smodulus). Themechanicalreactions of the railway, such as verticalsurfacedeflection, maximumprimarystressandstrain, andmaximumshearstress, werestudiedandcomparedbetweenthefourgeogridreinforcementscenariosandfourverticalwheelloadlevels (i.e., 75, 100, 150, and 200 kN). Differences in the mechanical reactions of railwaypavementconstructionsowingtotheuse of differentgeogridmaterialsdemonstratethebenefits of suchgeosynthetics in ballast. In comparison to a non-reinforcedrailwaypavementconstruction, thereinforcedconstructionsfeaturedecreasedverticalsurfacedeflection, maximum shear stress at the sleeper-ballast contact, and maximum main stress at the bottom of the ballast layer. As a result, addinggeogridtotheballastlayerandbetweentheballastandsub-ballast layer in a ballastedrailwaypavementconstruction has beenfoundtolowercriticalshearand main stresses as well as verticalsurfacedeflection.

Keywords: geosynthetics, geogrid, railway, transportation

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Authors: Marco Correa

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The increasing reduction of the volumes of surface water sources supplying most municipalities, as well as the rising demand for treated water, combined with the disposal of effluents from washing of decanters and filters of water treatment plants generates a continuous search for correct environmentally solutions to these problems. The effluents generated by the water treatment industry need to be suitably processed for return to the environment or re-use. This article shows alternatives for sludge dehydration from the water treatment plants (WTP) and eventual disposal of sludge drained. Using the simple design methodology, it is presented a case study for drainage in tanks geotextile, full-scale, which involve five sledge drainage tanks from WTP of the city of Rio Verde. Aiming to the reutilization of drained water from the sledge and enabling its reuse both at the beginning of the treatment process at the WTP and in less noble services as for watering the gardens of the local town hall. The sludge will be used to in the production of building materials.

Keywords: dehydration, effluent discharges, re-use, sludge, WTP sludge

Procedia PDF Downloads 277

Authors: Muhammad Akmal Putera, Noriyuki Yasufuku, Adel Alowaisy, Ahmad Rifai

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Indonesia’s government has planned a project for a high-speed railway connecting the capital cities, Jakarta and Surabaya, about 700 km. Based on that location, it has been planning construction above the lowland soil region. The lowland soil region comprises cohesive soil with high water content and high compressibility index, which in fact, led to a settlement problem. Among the variety of railway track structures, the adoption of the ballastless track was used effectively to reduce the settlement; it provided a lightweight structure and minimized workspace. Contradictorily, deploying this thin layer structure above the lowland area was compensated with several problems, such as lack of bearing capacity and deflection behavior during traffic loading. It is necessary to combine with ground improvement to assure a settlement behavior on the clayey soil. Reflecting on the assurance of strength increment and working period, those were convinced by adopting methods such as cement-treated soil as the substructure of railway track. Particularly, evaluating mechanical properties in the field has been well known by using the plate load test and cone penetration test. However, observing an increment of mechanical properties has uncertainty, especially for evaluating cement-treated soil on the substructure. The current quality control of cement-treated soils was established by laboratory tests. Moreover, using small strain devices measurement in the laboratory can predict more reliable results that are identical to field measurement tests. Aims of this research are to show an intercorrelation of confining pressure with the initial condition of the Young modulus (E_o), Poisson ratio (υ_o) and Shear modulus (G_o) within small strain ranges. Furthermore, discrepancies between those parameters were also investigated. Based on the experimental result confirmed the intercorrelation between cement content and confining pressure with a power function. In addition, higher cement ratios have discrepancies, conversely with low mixing ratios.

Keywords: amount of cement, elastic zone, high-speed railway, lightweight structure

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Authors: E. Tan, O. McKay, T. Clarnette T., D. Croagh

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Background: Historically with pancreatic trauma, complete disruption of the main pancreatic duct (MPD), classified as Grade IV-V by the American Association for the Surgery of Trauma (AAST), necessitated a damage-control laparotomy. This was to avoid mortality, shorten diet upgrade timeframe, and hence shorter length of stay. However, acute pancreatic resection entailed complications of pancreatic fistulas and leaks. With the advance of imaging-guided interventions, non-operative management such as percutaneous and transpapillary drainage of traumatic peripancreatic collections have been trialled favourably. The aim of this case series is to evaluate the efficacy of endoscopic ultrasound-guided (EUS) transmural drainage in managing traumatic peripancreatic collections as a less invasive alternative to traditional approaches. This study also highlights the importance of anatomical knowledge regarding peripancreatic collection’s common location in the lesser sac, the pancreas relationship to adjacent organs, and the formation of the main pancreatic duct in regards to the feasibility of therapeutic internal drainage. Methodology: A retrospective case series was conducted at a single tertiary endoscopy unit, analysing patient data over a 5-year period. Inclusion criteria outlined patients age 5 to 80-years-old, traumatic pancreatic injury of at least Grade IV and haemodynamic stability. Exclusion criteria involved previous episodes of pancreatitis or abdominal trauma. Patient demographics and clinicopathological characteristics were retrospectively collected. Results: The study identified 7 patients with traumatic pancreatic injuries that were managed from 2018-2022; age ranging from 5 to 34 years old, with majority being female (n=5). Majority of the mechanisms of trauma were a handlebar injury (n=4). Diagnosis was confirmed with an elevated lipase and computerized tomotography (CT) confirmation of proximal pancreatic transection with MPD disruption. All patients sustained an isolated single organ grade IV pancreatic injury, except case 4 and 5 with other intra-abdominal visceral Grade 1 injuries. 6 patients underwent early ERCP-guided transpapillary drainage with 1 being unsuccessful for pancreatic duct stent insertion (case 1) and 1 complication of stent migration (case 2). Surveillance imaging post ERCP showed the stents were unable to bridge the disrupted duct and development of symptomatic collections with an average size of 9.9cm. Hence, all patients proceeded to EUS-guided transmural drainage, with 2/7 patients requiring repeat drainages (case 6 and 7). Majority (n=6) had a cystogastrostomy, whilst 1 (case 6) had a cystoenterostomy due to feasibility of the peripancreatic collection being adjacent to duodenum rather than stomach. However, case 6 subsequently required repeat EUS-guided drainage with cystogastrostomy for ongoing collections. Hence all patients avoided initial laparotomy with an average index length of stay of 11.7 days. Successful transmural drainage was demonstrated, with no long-term complications of pancreatic insufficiency; except for 1 patient requiring a distal pancreatectomy at 2 year follow-up due to chronic pain. Conclusion: The early results of this series support EUS-guided transmural drainage as a viable management option for traumatic peripancreatic collections, showcasing successful outcomes, minimal complications, and long-term efficacy in avoiding surgical interventions. More studies are required before the adoption of this procedure as a less invasive and complication-prone management approach for traumatic peripancreatic collections.

Keywords: endoscopic ultrasound, cystogastrostomy, pancreatic trauma, traumatic peripancreatic collection, transmural drainage

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Authors: Ankit Tyagi, Reet Kamal Tiwari, Naveen James

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Landslide is the major geo-environmental problem of Himalaya because of high ridges, steep slopes, deep valleys, and complex system of streams. They are mainly triggered by rainfall and earthquake and causing severe damage to life and property. In Uttarakhand, the Tehri reservoir rim area, which is situated in the lesser Himalaya of Garhwal hills, was selected for landslide hazard zonation (LHZ). The study utilized different types of data, including geological maps, topographic maps from the survey of India, Landsat 8, and Cartosat DEM data. This paper presents the use of a weighted overlay method in LHZ using fourteen causative factors. The various data layers generated and co-registered were slope, aspect, relative relief, soil cover, intensity of rainfall, seismic ground shaking, seismic amplification at surface level, lithology, land use/land cover (LULC), normalized difference vegetation index (NDVI), topographic wetness index (TWI), stream power index (SPI), drainage buffer and reservoir buffer. Seismic analysis is performed using peak horizontal acceleration (PHA) intensity and amplification factors in the evaluation of the landslide hazard index (LHI). Several digital image processing techniques such as topographic correction, NDVI, and supervised classification were widely used in the process of terrain factor extraction. Lithological features, LULC, drainage pattern, lineaments, and structural features are extracted using digital image processing techniques. Colour, tones, topography, and stream drainage pattern from the imageries are used to analyse geological features. Slope map, aspect map, relative relief are created by using Cartosat DEM data. DEM data is also used for the detailed drainage analysis, which includes TWI, SPI, drainage buffer, and reservoir buffer. In the weighted overlay method, the comparative importance of several causative factors obtained from experience. In this method, after multiplying the influence factor with the corresponding rating of a particular class, it is reclassified, and the LHZ map is prepared. Further, based on the land-use map developed from remote sensing images, a landslide vulnerability study for the study area is carried out and presented in this paper.

Keywords: weighted overlay method, GIS, landslide hazard zonation, remote sensing

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Authors: Diego Carrasco, Catarina Freitas, Hugo Rio Tinto, Ricardo Rio Tinto, Nuno Couto, Joaquim Gago, Carlos Carvalho

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Introduction: Endoscopic ultrasound-guided choledochoduodenostomy (EUS-CD) to drain the gallbladder can be a palliative care procedure for non-surgical oncologic patients with cholelithiasis and cholangitis process. Case description: A 59-years old Caucasian male diagnosed with extrahepatic cholangiocarcinoma with multiple liver, lung and peritoneum metastasis, unresponsive to treatment with gemcitabine/cisplatin, presented in the institution with fever, hypotension, and severe upper right abdominal pain secondary to cholelithiasis and cholangitis process. The patient was admitted and started on large spectrum antibiotics plus fluid-challenge. Afterward, a percutaneous transhepatic biliary drainage (PTBD) was performed to drain the gallbladder. This procedure temporarily stabilized the patient. However, the definitive solution required gallbladder removal. Since the patient exhibited an advanced oncologic disease and poor response to the chemotherapy, he was not a candidate for surgical intervention. Diagnostic Pathways: A self-expanding metal stent was placed from the duodenum into the bile duct by endoscopic ultrasound-guided. The stent allowed efficient drainage of the contrast from the gallbladder at the end of the endoscopic procedure. Conclusion and Discussion: The stent allowed efficient drainage of the contrast from the gallbladder at the end of the endoscopic procedure and successfully reversed the cholangitis process. EUS-CD is an effective and safe technique and can be used as a palliative care procedure for non-surgical oncologic patients.

Keywords: palliative care, cholangiocarcinoma, choledochoduodenostomy, endoscopic ultrasound-guided

Procedia PDF Downloads 155

Authors: Narayanakumar Somasundaram, Venkat Nihit Chirivella, Venkata Dilip Kumar Pasupuleti

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Ajakool, India, has a multi-span bridge that is constructed for rail transport with a maximum operating speed of 100 km/hr. It is a standard RDSO design of a PSC box girder carrying a single railway track. The Structural Health Monitoring System (SHM) is designed and installed to compare and analyze the vibrations and displacements on the bridge due to different live loads from moving trains. The study is conducted for three different spans of the same bridge to understand the health of the elastomeric bearings. Also, to validate the same, a three-dimensional finite element model is developed, and modal analysis is carried out. The proposed methodology can help in detecting deteriorated elastomeric bearings using only wireless tri-accelerometer sensors. Detailed analysis and results are presented in terms of mode shapes, accelerations, displacements, and their importance to each other. This can be implemented with a lot of ease and can be more accurate.

Keywords: dynamic effects, vibration analysis, accelerometer sensors, finite element analysis, structural health monitoring, elastomeric bearing

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Authors: Soha Saad, Jean Bigeon, Florence Ossart, Etienne Sourdille

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Developing better solutions for train rescheduling problems has been drawing the attention of researchers for decades. Most researches in this field deal with minor incidents that affect a large number of trains due to cascading effects. They focus on timetables, rolling stock and crew duties, but do not take into account infrastructure limits. The present work addresses electric infrastructure incidents that limit the power available for train traction, and hence the transportation capacity of the railway system. Rescheduling is needed in order to optimally share the available power among the different trains. We propose a rescheduling process based on dynamic multiphysics railway simulations that include the mechanical and electrical properties of all the system components and calculate physical quantities such as the train speed profiles, voltage along the catenary lines, temperatures, etc. The optimization problem to solve has a large number of continuous and discrete variables, several output constraints due to physical limitations of the system, and a high computation cost. Our approach includes a phase of sensitivity analysis in order to analyze the behavior of the system and help the decision making process and/or more precise optimization. This approach is a quantitative method based on simulation statistics of the dynamic railway system, considering a predefined range of variation of the input parameters. Three important settings are defined. Factor prioritization detects the input variables that contribute the most to the outputs variation. Then, factor fixing allows calibrating the input variables which do not influence the outputs. Lastly, factor mapping is used to study which ranges of input values lead to model realizations that correspond to feasible solutions according to defined criteria or objectives. Generalized Sobol indexes are used for factor prioritization and factor fixing. The approach is tested in the case of a simple railway system, with a nominal traffic running on a single track line. The considered incident is the loss of a feeding power substation, which limits the power available and the train speed. Rescheduling is needed and the variables to be adjusted are the trains departure times, train speed reduction at a given position and the number of trains (cancellation of some trains if needed). The results show that the spacing between train departure times is the most critical variable, contributing to more than 50% of the variation of the model outputs. In addition, we identify the reduced range of variation of this variable which guarantees that the output constraints are respected. Optimal solutions are extracted, according to different potential objectives: minimizing the traveling time, the train delays, the traction energy, etc. Pareto front is also built.

Keywords: optimization, rescheduling, railway system, sensitivity analysis, train timetable

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Authors: Y. Teterin, S. Suleymanova, I. Dmitriev, P. Yartcev

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Introduction: One of the most common complications after pancreas transplantation are pancreatic fluid collections (PFCs), which are often complicated not only by infection and subsequent disfunction of the pancreatoduodenal graft (PDG), but also with a rather high mortality rate of recipients. Drainage is not always effective and often requires repeated open surgical interventions, which worsens the outcome of the surgery. Percutaneous drainage of PFCs combined with endoscopic stenting of the main pancreatic duct of the pancreatoduodenal graft (MPDPDG) showed high efficiency in the treatment of PFCs. Aims & Methods: From 01.01.2012 to 31.12.2021 at the Sklifosovsky Research Institute for Emergency Medicine were performed 64 transplantations of PDG. In 11 cases (17.2%), the early postoperative period was complicated by the formation of PFCs. Of these, 7 patients underwent percutaneous drainage of pancreonecrosis with high efficiency and did not required additional methods of treatment. In the remaining 4 patients, drainage was ineffective and was an indication for endoscopic stenting of the MPDPDG. They were the ones who made up the study group. Among them were 3 men and 1 woman. The mean age of the patients was 36,4 years.PFCs in these patients formed on days 1, 12, 18, and 47 after PDG transplantation. We used a gastroscope to stent the MPDPDG, due to anatomical features of the location of the duodenoduodenal anastomosis after PDG transplantation. Through the endoscope channel was performed selective catheterization of the MPDPDG, using a catheter and a guidewire, followed by its contrasting with a water-soluble contrast agent. Due to the extravasation of the contrast, was determined the localization of the defect in the PDG duct system. After that, a plastic pancreatic stent with a diameter of 7 Fr. and a length of 7 cm. was installed along guidewire. The stent was installed in such a way that its proximal edge completely covered the defect zone, and the distal one was determined in the intestinal lumen. Results: In all patients PDG pancreaticography revealed extravasation of a contrast in the area of the isthmus and body of the pancreas, which required stenting of the MPDPDG. In 1 (25%) case, the patient had a dislocation of the stent into the intestinal lumen (III degree according to Clavien-Dindo (2009)). This patient underwent repeated endoscopic stenting of the MPDPDG. On average 23 days after endoscopic stenting of the MPDPDG, the drainage tubes were removed and after approximately 40 days all patients were discharged in a satisfactory condition with follow-up endocrinologist and surgeon consultation. Pancreatic stents were removed after 6 months ± 7 days. Conclusion: Endoscopic stenting of the main pancreatic duct of the donor pancreas is by far the most highly effective and minimally invasive method in the treatment of PFCs after transplantation of the pancreatoduodenal complex.

Keywords: pancreas transplantation, endoscopy surgery, diabetes, stenting, main pancreatic duct

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Authors: Chandrakant Gurav, Md. Babar

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In the present study, an attempt is made to delineate the comparative morphometric analysis of Ambardi and Mangari watersheds of Kadvi and Kasari rivers sub-basins, Kolhapur District, Maharashtra India, using Geographical Information System (GIS) techniques. GIS is a computer assisted information method to store, analyze and display spatial data. Both the watersheds originate from Masai plateau of Jotiba- Panhala Hill range in Panhala Taluka of Kolhapur district. Ambardi watersheds cover 42.31 Sq. km. area and occur in northern hill slope, whereas Mangari watershed covers 54.63 Sq. km. area and occur on southern hill slope. Geologically, the entire study area is covered by Deccan Basaltic Province (DBP) of late Cretaceous to early Eocene age. Laterites belonging to late Pleistocene age also occur in the top of the hills. The objective of the present study is to carry out the morphometric parameters of watersheds, which occurs in differing slopes of the hill. Morphometric analysis of Ambardi watershed indicates it is of 4th order stream and Mangari watershed is of 5th order stream. Average bifurcation ratio of both watersheds is 5.4 and 4.0 showing that in both the watersheds streams flow from homogeneous nature of lithology and there is no structural controlled in development of the watersheds. Drainage density of Ambardi and Mangari watersheds is 3.45 km/km2 and 3.81 km/km2 respectively, and Stream Frequency is 4.51 streams/ km2 and 5.97 streams/ km2, it indicates that high drainage density and high stream frequency is governed by steep slope and low infiltration rate of the area for groundwater recharge. Textural ratio of both the watersheds is 6.6 km-1 and 9.6 km-1, which indicates that the drainage texture is fine to very fine. Form factor, circularity ratio and elongation ratios of the Ambardi and Mangari watersheds shows that both the watersheds are elongated in shape. The basin relief of Ambardi watershed is 447 m, while Mangari is 456 m. Relief ratio of Ambardi is 0.0428 and Mangari is 0.040. The ruggedness number of Ambardi is 1.542 and Mangari watershed is 1.737. The ruggedness number of both the watersheds is high which indicates the relief and drainage density is high.

Keywords: Ambardi, Deccan basalt, GIS, morphometry, Mangari, watershed

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Authors: Pratyashi Phukan, Ranjan Saikia

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Morphometry incorporates quantitative study of the area ,altitude,volume, slope profiles of a land and drainage basin characteristics of the area concerned.Fluvial geomorphology includes the consideration of linear,areal and relief aspects of a fluvially originated drainage basin. The linear aspect deals with the hierarchical orders of streams, numbers, and lenghts of stream segments and various relationship among them.The areal aspect includes the analysis of basin perimeters,basin shape, basin area, and related morphometric laws. The relief aspect incorporates besides hypsometric, climographic and altimetric analysis,the study of absolute and relative reliefs, relief ratios, average slope, etc. In this paper we have analysed the relationship among stream velocity, channel shape,sediment load,channel width,channel depth, etc.

Keywords: morphometry, hydraulic geometry, Umtrew river, Meghalaya

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Authors: Iis Diatin, Yani Hadiroseyani, Muhammad Mujahid, Ahmad Teduh, Juang R. Matangaran

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One of silica quarry managed by a mining company is located at Sukabumi District of West Java Province Indonesia with an area of approximately 70 hectares. Since 2013 this company stopped the mining activities. The company tries to restore the ecosystem post-mining with rehabilitation activities such as reclamation and revegetation of their ex-mining area. After three years planting the area the trees grown well. Not only planting some tree species but also some cover crop has covered the soil surface. There are two settling ponds located in the middle of the ex-mining area. Those settling pond were built in order to prevent the effect of acid mine drainage. Acid mine drainage (AMD) or the acidic water is created when sulphide minerals are exposed to air and water and through a natural chemical reaction produce sulphuric acid. AMD is the main pollutant at the open pit mining. The objective of the research was to analyze the effect of revegetation on water quality change at the settling pond. The physical and chemical of water quality parameter were measured and analysed at site and at the laboratory. Physical parameter such as temperature, turbidity and total organic matter were analyse. Also heavy metal and some other chemical parameter such as dissolved oxygen, alkalinity, pH, total ammonia nitrogen, nitrate and nitrite were analysed. The result showed that the acidity of first settling pond was higher than that of the second settling pond. Both settling pond water’s contained heavy metal. The turbidity and total organic matter were the parameter of water quality which become better after revegetation.

Keywords: acid mine drainage, ex-mining area, revegetation, settling pond, water quality

Procedia PDF Downloads 276

Authors: João Coutinho-Rodrigues, Nuno Sousa, Luís Alçada-Almeida

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Transportation infrastructure systems are fundamental in modern society and economy. However, they need modernizing, maintaining, and reinforcing interventions which require large investments. In many countries, accumulated intervention delays arise from aging and intense use, being magnified by financial constraints of the past. The decision problem of managing the renewal of large backlogs is common to several types of important transportation infrastructures (e.g., railways, roads). This problem requires considering financial aspects as well as operational constraints under a multidimensional framework. The present research introduces a linear programming multiobjective model for managing railway infrastructure asset renewal. The model aims at minimizing three objectives: (i) yearly investment peak, by evenly spreading investment throughout multiple years; (ii) total cost, which includes extra maintenance costs incurred from renewal backlogs; (iii) priority delays related to work start postponements on the higher priority railway sections. Operational constraints ensure that passenger and freight services are not excessively delayed from having railway line sections under intervention. Achieving a balanced annual investment plan, without compromising the total financial effort or excessively postponing the execution of the priority works, was the motivation for pursuing the research which is now presented. The methodology, inspired by a real case study and tested with real data, reflects aspects of the practice of an infrastructure management company and is generalizable to different types of infrastructure (e.g., railways, highways). It was conceived for treating renewal interventions in infrastructure assets, which is a railway network may be rails, ballasts, sleepers, etc.; while a section is under intervention, trains must run at reduced speed, causing delays in services. The model cannot, therefore, allow for an accumulation of works on the same line, which may cause excessively large delays. Similarly, the lines do not all have the same socio-economic importance or service intensity, making it is necessary to prioritize the sections to be renewed. The model takes these issues into account, and its output is an optimized works schedule for the renewal project translatable in Gantt charts The infrastructure management company provided all the data for the first test case study and validated the parameterization. This case consists of several sections to be renewed, over 5 years and belonging to 17 lines. A large instance was also generated, reflecting a problem of a size similar to the USA railway network (considered the largest one in the world), so it is not expected that considerably larger problems appear in real life; an average of 25 years backlog and ten years of project horizon was considered. Despite the very large increase in the number of decision variables (200 times as large), the computational time cost did not increase very significantly. It is thus expectable that just about any real-life problem can be treated in a modern computer, regardless of size. The trade-off analysis shows that if the decision maker allows some increase in max yearly investment (i.e., degradation of objective ii), solutions improve considerably in the remaining two objectives.

Keywords: transport infrastructure, asset renewal, railway maintenance, multiobjective modeling

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Authors: Tiao Chang, Ivan Caballero, Hong Zhou

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Streams carry water and sediment naturally by maintaining channel dimensions, pattern, and profile over time. Watershed erosion as a natural process has occurred to contribute sediment to streams over time. The formation of channel dimensions is complex. This study is to relate quantifiable and consistent channel dimensions at the bankfull stage to the corresponding watershed erosion estimation by the Revised Universal Soil Loss Equation (RUSLE). Twelve sites of which drainage areas range from 7 to 100 square miles in the Hocking River Basin of Ohio were selected for the bankfull geometry determinations including width, depth, cross-section area, bed slope, and drainage area. The twelve sub-watersheds were chosen to obtain a good overall representation of the Hocking River Basin. It is of interest to determine how these bankfull channel dimensions are related to the soil erosion of corresponding sub-watersheds. Soil erosion is a natural process that has occurred in a watershed over time. The RUSLE was applied to estimate erosions of the twelve selected sub-watersheds where the bankfull geometry measurements were conducted. These quantified erosions of sub-watersheds are used to investigate correlations with bankfull channel dimensions including discharge, channel width, channel depth, cross-sectional area, and pebble distribution. It is found that drainage area, bankfull discharge and cross-sectional area correlates strongly with watershed erosion well. Furthermore, bankfull width and depth are moderately correlated with watershed erosion while the particle size, D50, of channel bed sediment is not well correlated with watershed erosion.

Keywords: watershed, stream, sediment, channel

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Authors: Gerardo Casal, Miguel E. Vázquez-Méndez

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The clothoid (also known as Cornu spiral or Euler spiral) is a curve that is characterized because its curvature is proportional to its length. This property makes that it would be widely used as transition curve for designing the layout of roads and railway tracks. In this work, from the geometrical property characterizing the clothoid, its parametric equations are obtained and two algorithms to compute it are compared. The first (classical), is widely used in Surveying Schools and it is based on the use of explicit formulas obtained from Taylor expansions of sine and cosine functions. The second one (alternative) is a very simple algorithm, based on the numerical solution of the initial value problems giving the clothoid parameterization. Both methods are compared in some typical surveying problems. The alternative method does not use complex formulas and so it is conceptually very simple and easy to apply. It gives good results, even if the classical method goes wrong (if the quotient between length and radius of curvature is high), needs no subsequent translations nor rotations and, consequently, it seems an efficient tool for designing the layout of roads and railway tracks.

Keywords: transition curves, railroad and highway engineering, Runge-Kutta methods

Procedia PDF Downloads 246

Authors: Muskaan Sethi, Arnab Banerjee, Bappaditya Manna

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The present paper aims to investigate a suitable contact between a wheel rolling over a flexible beam. A Linear Complementary (LCP) based approach has been adopted to simulate the contact dynamics for a rigid wheel traversing over a flexible Euler Bernoulli simply supported beam. The adopted methodology is suitable to incorporate the effect of frictional force acting at the wheel-beam interface. Moreover, the possibility of the generation of a gap between the two bodies has also been considered. The present method is based on a unilateral contact assumption which assumes that no penetration would occur when the two bodies come in contact. This assumption helps to predict the contact between wheels and beams in a more practical sense. The proposed methodology is validated with the previously published results and is found to be in good agreement. Further, this method is applied to simulate the contact between wheels and beams for various railway configurations. Moreover, different parametric studies are conducted to study the contact dynamics between the wheel and beam more thoroughly.

Keywords: contact dynamics, linear complementary problem, railway dynamics, unilateral contact

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Authors: Rob Leslie, Taher Karimian

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The blockage of cross drainage structures is a risk that needs to be understood and managed or lessened through the design. A blockage is a random event, influenced by site-specific factors, which needs to be quantified for design. Under and overestimation of blockage can have major impacts on flood risk and cost associated with drainage structures. The importance of this matter is heightened for those projects located within sensitive lands. It is a particularly complex problem for large linear infrastructure projects (e.g., rail corridors) located within floodplains where blockage factors can influence flooding upstream and downstream of the infrastructure. The selection of the appropriate blockage factors for hydraulic modeling has been subject to extensive research by hydraulic engineers. This paper has been prepared to review the current Australian Rainfall and Runoff 2019 (ARR 2019) methodology for blockage assessment by applying this method to a transport corridor brownfield upgrade case study in New South Wales. The results of applying the method are also validated against asset data and maintenance records. ARR 2019 – Book 6, Chapter 6 includes advice and an approach for estimating the blockage of bridges and culverts. This paper concentrates specifically on the blockage of cross drainage structures. The method has been developed to estimate the blockage level for culverts affected by sediment or debris due to flooding. The objective of the approach is to evaluate a numerical blockage factor that can be utilized in a hydraulic assessment of cross drainage structures. The project included an assessment of over 200 cross drainage structures. In order to estimate a blockage factor for use in the hydraulic model, a process has been advanced that considers the qualitative factors (e.g., Debris type, debris availability) and site-specific hydraulic factors that influence blockage. A site rating associated with the debris potential (i.e., availability, transportability, mobility) at each crossing was completed using the method outlined in ARR 2019 guidelines. The hydraulic results inputs (i.e., flow velocity, flow depth) and qualitative factors at each crossing were developed into an advanced spreadsheet where the design blockage level for cross drainage structures were determined based on the condition relating Inlet Clear Width and L10 (average length of the longest 10% of the debris reaching the site) and the Adjusted Debris Potential. Asset data, including site photos and maintenance records, were then reviewed and compared with the blockage assessment to check the validity of the results. The results of this assessment demonstrate that the estimated blockage factors at each crossing location using ARR 2019 guidelines are well-validated with the asset data. The primary finding of the study is that the ARR 2019 methodology is a suitable approach for culvert blockage assessment that has been validated against a case study spanning a large geographical area and multiple sub-catchments. The study also found that the methodology can be effectively coded within a spreadsheet or similar analytical tool to automate its application.

Keywords: ARR 2019, blockage, culverts, methodology

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Authors: Shri Devi

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This paper was conducted to see the ground water potential zones in Paramakudi taluk, Ramanathapuram,Tamilnadu India with a total areal extent of 745 sq. km. The various thematic map have been prepared for the study such as soil, geology, geomorphology, drainage, land use of the particular study area using the Toposheet of 1: 50000. The digital elevation model (DEM) has been generated from contour interval of 10m and also the slope was prepared. The ground water potential zone of the region was obtained using the weighted overlay analysis for which all the thematic maps were overlayed in arc gis 10.2. For the particular output the ranking has been given for all the parameters of each thematic layer with different weightage such as 25% was given to soil, 25% to geomorphology and land use land cover also 25%, slope 15%, lineament with 5% and drainage streams with 5 percentage. Using these entire potential zone maps was prepared which was overlayed with the village map to check the region which has good, moderate and low groundwater potential zone.

Keywords: GIS, ground water, Paramakudi, weighted overlay analysis

Procedia PDF Downloads 315