The dynamic response of a railway bridge can be affected by the properties of its foundations, particularly if founded on soft soils. Thus, this work aims to establish a coupled dynamic model to investigate the vibration of train-track-bridge systems considering piled foundations embedded in soft soil. Firstly, to construct the simulation framework, the finite element and multi-body methods are used to model the dynamic behavior of a train-track-bridge interaction (TTBI) system and a pier-cap-pile-soil interaction system. The equilibrium of the two sub-systems is maintained through the bridge's bearing force and a multi-time-step integration strategy is introduced to improve computational efficiency. The proposed model is validated by comparing it to the results from commercial finite element software ABAQUS. Then results are computed using the proposed model and the conventional TTBI model without piles. It is concluded that when considering the piled foundations, the low-frequency vibration of the TTBI system is dominant. Moreover, the vibration energy in the track and bridge below 7 Hz is larger compared with the conventional TTBI model. The influence of train speed on the vibration characteristics of the pile and soil is analyzed. It is found that higher train speeds cause increased pile and soil accelerations at the frequencies associated with the train axle spacing. The novelty of the analysis is providing a new insight into the coupled vibration properties of TTBI systems considering the participation of piled foundations in soft soil.

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.

Railway ballast performance is dictated by a complex mix of mechanical properties. These effect its performance at the particle level for example in terms of particle degradation, but also at the track system level in terms of settlement and stability. Therefore this paper seeks to develop new understandings of ballast behaviour and identify opportunities for future research directions. First, ballast particle size and size distribution curves are discussed, considering opportunities to improve breakage, settlement and drainage characteristics. Next, particle geometry is discussed, with a focus on form, angularity and surface texture. This is followed by a discussion on the degradation mechanisms of ballast particles and the effect of fouling on permeability. Next, techniques to assess and improve ballast bulk density are discussed, such as ground penetration radar and dynamic track stabilisation. Testing methods for studying ballast are also reviewed, first considering both smaller-scale tests such as direct shear tests and the Los Angeles abrasion test. Then larger-scale laboratory testing is discussed, including large-diameter dynamic triaxial testing and the use of full-scale laboratory tracks. Finally, conclusions are drawn and suggestions for future research directions are given.

Railway track transitions are zones where there is an abrupt change in the track-ground structure. They are often the location of rapid track deterioration, which means more frequent track maintenance is needed compared to plain line tracks. With the aim of reducing maintenance, modern transition zone designs use tapered stiffness earthwork profiles to minimise train-track dynamics. However, there has been limited comparison regarding the effect of different tapered profiles on dynamic behaviour. Therefore, this paper's novelty is the investigation of the performance of different earthwork designs in smoothing stiffness transition's considering different types of improvement and also train speed. To do so, first a 3D finite element track model is developed, with support conditions transitioning from an earth embankment onto a concrete bridge. A dynamic moving train load is simulated using a rigid multi-body approach capable of accounting for train-track interaction. The model is used to study the effect of four earthwork solutions with differing stiffness tapers. For each scenario, two different track structure types (ballast and concrete slab) are considered, along with different magnitudes of ground improvement. Lastly, the effects of train speed are explored. It is found tapered earthwork solutions for ballasted tracks show greater dynamic improvement compared to slabs due to their reduced bending stiffness. Further, the more complex improvement geometries such as double trapezoid shapes offer some additional improvement at locations within 3 m of the bridge. However, when considering such tapered stiffness-based earthwork solutions, additional factors such as constructability must also be considered.