Uneven displacement of permafrost has become a major concern in cold regions, particularly under repeated freezing-thawing cycles. This issue poses a significant geohazard, jeopardizing the safety of transportation infrastructure. Statistical analyses of thermal penetration suggest that the problem is likely to intensify as water erosion expands, with increasing occurrences of uneven displacement. To tackle the challenges related to mechanical behavior under cyclic loading, the New Geocell Soil System has been implemented to mitigate hydrothermal effects. Assessment results indicate that the New Geocell Soil System is stable and effective, offering advantages in controlling weak zones on connecting slopes and reducing uneven solar radiation. Consequently, the New Geocell Soil System provides valuable insights into the quality of embankments and ensures operational safety by maintaining displacement at an even level below 1.0 mm. The thermal gradient is positive, with displacement below 6 degrees C/m, serving as a framework for understanding the stability of the subgrade. This system also enhances stress and release the sealing phenomenon.

Loose sandy soil layers are prone to liquefaction under strong earthquakes, causing damage to civil engineering structures inside or upon the liquefied ground. According to the present Japanese design guideline on liquefaction countermeasures for river levees, the entire depth of the liquefiable subsoil below river embankments should be improved. However, this approach is not economical against deep liquefiable subsoil. To rationalize the design approach, this contribution investigated the performance of a floating-type cement treatment method, in which only the shallower part of the liquefiable subsoil is reinforced. A series of centrifuge shaking table model tests was conducted under a 50g environment. The depth of improvement (cement treatment) was varied systematically, and the effect of the sloping ground was examined. The experimental results revealed that the settlements of river embankments can be reduced linearly by increasing the depth of improvement. Moreover, the acceleration of embankments can be reduced drastically by the vibration-isolation effect between the cement-treated soil and the liquefiable soil. These effects contribute to the safe retention of the embankment shape even when the liquefied sloping ground causes lateral flows. Towards practical implementation, discussions on the effect of permeability on cement-treated soil were expanded. Furthermore, the stress acting on cement-treated soil during shaking was measured using an acrylic block to explain the occurrence of cracks in the soil. (c) 2025 Japanese Geotechnical Society. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http:// creativecommons.org/licenses/by-nc-nd/4.0/).

The sulphated gravel embankment in seasonal frozen soil regions may experience deformation problems such as salt expansion, frost heave, and settlement under rainfall percolation conditions and changes in environmental temperature, affecting considerably its normal use. In response to these issues, relying on the renovation and expansion project of an international airport in northwest China, this paper used a self-designed temperature control testing device and conducted indoor constant temperature tests and freeze-thaw cycle tests using on-site natural embankment filling, and conducted numerical simulation tests using the COMSOL Multiphysics software programme. This paper investigated the characteristics of temperature variation, moisture, salt migration, and deformation of sulphated gravel in seasonal frozen soil regions under rainfall percolation conditions. The results indicated that under environmental temperature changes in the range of- 10-25 degrees C, the temperature at which sulphated gravel salt expansion and frost heave occur was approximately-8 degrees C, and the deformation sensitive depth range from 0 to 200 mm. The moisture and salt contents of soil samples would experience a sudden increase due to rainfall percolation, with the sudden increase in moisture in the soil sample with a salt content of 0.9 % lagging that of the soil sample with a salt content of 0.5 % by one freeze-thaw cycle. Rainfall percolation significantly enhanced the settlement deformation of sulphated gravel during freeze-thaw cycles. The primary causes of soil deformation include the upward migration of water vapour, the downward percolation of moisture, and rainfall. These factors contribute to the destruction of the soil structure and alter the contact modes between soil particles, resulting in soil loosening and settlement deformation.

As a potential source of damage, earthquake-induced liquefaction is a major concern for embankment safety and serviceability. Densification has been a popular method for improving the performance of liquefiable soils. Understanding embankment settlement mechanisms plays a fundamental role in determining densification remediation. In this work, nonlinear dynamic analysis of embankments on liquefiable soils is conducted by the finite-difference program FLAC3D (version 6.0) with the simple anisotropic sand constitutive model. Numerical models are validated via dynamic centrifuge test results reported in the literature. The effects of densification countermeasures on the mean and differential settlements are explored in this study. Furthermore, the effects of the densification spacing and width are investigated to optimize the geometry of the densified regions. The development of pore pressure and the movement of the surrounding loose soil are discussed. The results show that both the mean settlement and differential settlement should be simultaneously utilized to comprehensively assess the overall effectiveness of densification treatment. The mean settlement is influenced by the densification spacing and width, but the differential settlement is highly associated with the inner edge of the densified region. This study provides insight for improving the design of the location and lateral extent of densification regions to prevent excessive embankment settlement.

Pile-supported embankments are one of the most commonly used techniques for ground improvement in soft soil areas. Existing studies have mainly focused on embankments supported by end-bearing piles under static loading, with limited research on floating pile-supported embankments under cyclic traffic loading. In this study, model tests for unreinforced floating, unreinforced end-bearing, geosynthetic reinforced floating, and geosynthetic reinforced end-bearing pile-supported embankments were conducted. Cyclic traffic loading was simulated using a three-stage semi-sinusoidal cyclic loading. Comparative analyses and discussions are performed under floating and end-bearing conditions to investigate the influence of floating piles on the soil arching evolution and membrane effect under cyclic loading. The results indicate that floating piles result in earlier stabilization of surface settlement. There is less arching and membrane effect induced by floating piles, and the arching does not continue to degrade under cyclic loading. Less membrane effect in floating pile-supported embankments results in less geosynthetic and pile strain. The degree of membrane effect in floating pile-supported embankment largely depends on the pile-end condition.

In this experimental study, comprehensive laboratory tests were conducted to investigate the mechanical properties of tire-derived aggregate (TDA) Type A and TDA-soil mixtures applicable in the construction of drainage layer, embankment fill, and backfill materials for retaining walls, pipes, and bridge abutments. This study was an investigation of the mechanical properties of TDA, as a lightweight material, and TDA-fine-grained soil mixtures for different mix ratios of 15%, 20%, 35%, 40%, 50%, and 60% of TDA-A relative to the dry weight of the soil. Various composite samples were tested using triaxial and direct shear apparatus. Measured properties include specific gravity, Proctor maximum dry density and optimal water content, unconfined compressive strength, peak compressive strength, shear strength, and hydraulic conductivity. Test results revealed that the addition of TDA to the soil significantly improved the compressive strength under confinement and permeability of the composite specimens. Based on the test results and supporting data from intensive literature reviews, the TDA-soil mixture showed very encouraging results for use in civil engineering applications as a lightweight backfill material.

The K & uuml;& ccedil;& uuml;k & ccedil;ekmece-Avc & imath;lar corridor of the D100 highway constitutes a critical component of Istanbul's transportation infrastructure. Given its strategic importance, ensuring its operational continuity following the anticipated major Istanbul earthquake is imperative. The aim of this study was to investigate the liquefaction-induced geotechnical risks threatening the K & uuml;& ccedil;& uuml;k & ccedil;ekmece-Avc & imath;lar segment of the D100 highway. Initially, the study area's liquefaction susceptibility was assessed through Liquefaction Potential Index mapping. Subsequently, post-liquefaction ground displacements were quantified using semi-empirical methodologies and advanced numerical analyses focused on representative critical sections. Numerical simulations incorporated various constitutive models for liquefiable soils, enabling a comparative assessment against semi-empirical estimations. The results revealed that semi-empirical approaches systematically overestimated the lateral displacements relative to numerical predictions. Moreover, the analyses highlighted the sensitivity of model outcomes to the selection of constitutive parameters, underscoring the necessity for careful calibration in modeling liquefiable layers. Despite considering the most conservative displacement values from numerical analyses, findings indicated that the D100 highway is likely to experience substantial damage, potentially leading to extended service disruptions following the projected seismic event.

Ground reinforced embankment (GRE) is a common and efficient rockfall mitigation measure. However, due to the diversity of geometric dimensions and composite components of the embankments worldwide, the design methods have not yet been unified. This article proposes a DEM-based framework for modeling the GREs impacted by rockfalls, and to optimize the structural design by comparing the block-intercepting performance. The numerical model based on MatDEM is validated by restoring the Peila's field tests, and the simulated materials are calibrated by comparing the laboratory test results. The design elements can be determined through simulated impact tests, with the site topography and rockfall trajectory as prerequisite information. The simulation test results show that the structural positions and cross-sectional shapes alter the interaction between rockfalls and embankments, thereby affecting the block-intercepting capacity. Under the impact of high-energy blocks, the characteristic of structural failure is that the extrusion of the downhill face is greater than the displacement of the uphill face, which can be used as a criteria to determine the reasonable design elements. The proposed framework can be applied to an actual site and maximize the cost-benefit performance of design depending on the site space and budget conditions.

To address the technical challenges in widening existing embankment due to terrain constraints, a new composite supporting structure termed as adjacent composite pile-sheet wall (ACPSW) is proposed, i.e., the new pile-sheet walls are installed side-by-side in the middle of the old pile-sheet walls. Based on the Lanzhou Hub project of Zhongwei to Lanzhou Railway, this paper investigates the pile horizontal deformation, pile bending moment, soil pressure behind the pile and sheet, as well as load-sharing ratio between the old and new pile of ACPSW at different construction stages through field tests and numerical simulations. The results obtained from the field tests were compared with that obtained from the numerical simulation to validate the reliability of the numerical model. Moreover, a serviceability assessment on old pile of ACPSW is also conducted. The results indicate that the new pile-sheet wall and the old pile-sheet wall can deform synergistically and bear the external loads together under new widening embankment loads and train loads, and the load-sharing ratio between old and new pile is 0.62:1.0. The research results can provide a reference for the design and construction of existing line reconstruction and new projects adjacent to existing lines.

Modifying lateritic soils, which are widely distributed in humid and rainy regions around the world, for embankment construction is a practical necessity for highway and railway projects. These embankments are susceptible to infiltration of rainfall, wetting and vibration from earthquakes and traffic. Further study is required to investigate the dynamic response characteristics of these embankments under combined action of wetting and vibration. Two scaled-down physical models of embankments were built: one with unmodified lateritic soils, which are typical soils with high liquid limit in central-southern China, and the other with lateritic soils modified with lime at a content of 8%. A self-designed model test system was used to conduct model tests of both embankments under combined action of wetting and vibration. White noise excitation was employed to quantitatively compare the two types of embankments in terms of variations of dynamic properties, such as natural frequency and damping ratio, with wetting degrees. Three types of seismic waves-Chi_Chi, NCALIF and SFERN-were used to quantitatively compare the two types of embankments in terms of variations of dynamic response parameters, including PGA amplification effect, pore water pressure and earth pressure, with wetting degrees and acceleration amplitudes. The test results reveal significant differences in dynamic properties and responses of the two types of embankments. Compared to the unmodified embankment, the damping ratio and PGA amplification factor of the modified embankment are reduced by up to 53.5% and 37.5%, respectively, resulting in an effective mitigation of the combined action of wetting and vibration. Test values of natural frequency, damping ratio, PGA amplification factor, dynamic pore water pressure and dynamic earth pressure of both types of embankments are presented. The research findings provide a theoretical basis for highway and railway construction and for revision of technical specifications in regions with widespread lateritic soils.