Une forte concurrence avec d'autres moyens de transport a poussé l’industrie ferroviaire à se réinventer et rechercher des performances toujours plus élevées. De nos jours, l’obtention de vitesses chaque fois plus élevées exige le développement de modèles numériques précis pour concevoir et prédire le comportement des voies ferrées sous les contraintes mécaniques imposées par le passage du convoi. Dans cette thèse, nous avons concentré l'étude sur la couche de ballast. Ce composant présente un comportement mécanique complexe, lié à la nature granulaire de ses composants, il peut être solide, liquide ou gazeux.Ce comportement dépend de l'état de contrainte et de l'historique de déformation du milieu.Deux classes de modèles numériques sont couramment utilisées pour prédire le comportement de ces systèmes : (1) les approches discrètes et (2) les approches continues. Pour ces premières, chaque grain du ballast est représenté par un corps rigide et interagit avec ses voisins parle biais de forces de contact non linéaires en utilisant, par exemple, la méthode de dynamique non régulière des contacts. En raison des limites de calcul, ce type de méthode ne peut résoudre que quelques mètres de longueur de ballast. Le couplage avec le sol sous la couche de ballast et avec les traverses reste également un problème non résolu dans la littérature. Pour les approches continues, le ballast est remplacé par un milieu continu homogénéisé, de façon à permettre l’utilisation de la méthode par éléments finis classique (EF). Cependant, ces modèles sont normalement utilisés avec des paramètres mécaniques homogènes, de sorte qu'ils ne représentent pas complètement l'hétérogénéité des déformations et des contraintes dans la couche de ballast.Nous étudions dans cette thèse une approche alternative, utilisant un modèle de continuum hétérogène stochastique, qui peut être résolu avec une méthode par éléments finis tout en conservant dans une large mesure l'hétérogénéité des champs de contrainte et de déformation.L'objectif de ce modèle continu est de représenter statistiquement l'hétérogénéité du champ de contraintes dans un modèle de milieu continu ainsi que dans un modèle granulaire discret. Pour ce faire, les propriétés mécaniques sont représentées à l'aide de champs aléatoires. La présente thèse est divisée en trois parties: (1) la construction du modèle et l'identification des paramètres du matériau continuum (densité marginale de premier ordre, moyenne, variance, modèle de corrélation) ;(2) la propagation des ondes dans une voie ferrée ballastée et (3) l’exploration préliminaire de deux ensembles de données expérimentales. La première partie définit le modèle du continuum à fluctuations aléatoires et identifie les paramètres de notre modèle de continuum sur de petits échantillons cylindriques de ballast discret. Des modèles continus équivalents aux échantillons discrets sont générés et résolus en utilisant la méthode EF, et le champ stochastique utilisé pour fournir les propriétés mécaniques. Un processus d'optimisation est utilisé pour trouver une variance normalisée pour le matériau hétérogène stochastique. La deuxième partie de ce travail se concentre sur la résolution des équations dynamiques sur un modèle à grande échelle d'une voie ferrée ballastée utilisant la méthode des éléments spectraux. L'influence de l'hétérogénéité est mise en évidence et étudiée. En conséquence,des courbes de dispersion sont obtenues. Enfin, la troisième partie présente deux jeux de données distincts de mesures expérimentales sur le matériau de ballast : (1) une boîte de ballast ; (2) un passage de train dans un segment de voie ferrée ballastée.Les courbes de mobilité ont été extraites de l'expérience sur les ballasts. Un problème inverse a été résolu afin d'estimer la vitesse de l'onde homogénéisée et la vitesse de l'onde locale dans le milieu. Les passages de trains enregistrés pour l'analyse de la vibration à moyenne fréquences. / The stronger competition with other means of transportation has increased the demand for performance in the railway industry. One way to achieve higher performance is using accurate numerical models to design/predict railways tracks behaviour. Two classes of numerical models are commonly used to predict the behaviour of these systems: (i) discrete approaches and (ii) continuum approaches. In the former, each grain of the ballast is represented by a rigid body and interacts with its neighbours through nonlinear contact forces using, for example, the nonsmooth contact dynamics method. Due to computational limits, this kind of method can only solve a few meters-length of ballast. The coupling with the soil under the ballast layer and with the sleepers also remains an open problem. In continuum approaches, the ballast is replaced by a homogenized continuum and the classical Finite Element (FE) Method (or similar) is used. However, they are normally used with homogeneous mechanical parameters, so that they do not represent fully the heterogeneity of the strains and stresses within the ballast layer. We investigate in this thesis an alternative approach using a stochastic heterogeneous continuum model, that can be solved with a FElike method while retaining to a large degree the heterogeneity of the stress and strain fields. The objective of this continuous model is to represent statistically the heterogeneity of the stress field in a continuum model as well as in a discrete granular model. To do this, the mechanical properties are represented using random fields. The present thesis is divided into three parts: (1) the construction of the model and the identification of the parameters of the continuum material (first-order marginal density, mean, variance, correlation model, and correlation length); (2) wave propagation in a ballasted railway track. (3) preliminary exploration of two experimental datasets. The first part sets the randomly-fluctuating continuum model and identifies the parameters of our continuum model on small cylindrical samples of discrete ballast. Continuum models equivalent to the discrete samples are generated and solved using the FE method, and the stochastic field used as mechanical properties. An optimization process is used to find a normalized variance for the stochastic heterogeneous material. The second part of this work concentrates on the solution of the dynamical equations on a large-scale model of a ballasted railway track using the Spectral Element Method. The influence of the heterogeneity is highlighted and studied. As a result, dispersion curves are obtained. Finally, the third part presents two distinct datasets of experimental measurements on ballast material: (1) a ballast box; (2) a train passage in a segment of ballasted railway track. Mobility curves were extracted from the ballast box experiment. An inverse problem was solved in order to estimate the homogenized wave velocity and local wave velocity in the medium. The trains pass-by recorded for the analysis of the vibration at medium frequencies.

Studying the dynamic characteristics and evolution laws of the ballast bed under low-temperature, rain and snow environments has practical significance for the driving stability of railways in alpine. In this paper, a full-scale ballasted track model was constructed in a programmable temperature control laboratory, and the frequency response function (FRF) curves of the ballast bed under different temperature and humidity conditions were measured. Then the vibration characteristics and the evolution laws of the ballast bed under different conditions were analyzed. The longitudinal transfer behavior and the dissipation of the vibration energy in the ballast bed under different humidity and temperature environments were discussed combined with the finite element method. The results show that the influence of temperature on the vibration characteristics of the ballast bed is not significant in the dry and water-rich environments, but the vibration characteristics of the ballast bed in the frozen environment change dramatically with the decrease of temperature. The vibration energy is harder to dissipate in the frozen ballast bed than in the dry and water-rich ballast beds, and the frozen ballast bed is more prone to be sudden damaged when a train passes due to the significant increase in its stiffness. Thus, the performance monitoring and emergency maintenance of the ballast bed in those environments should be strengthened.

The increased use of continuously welded rails in the railway systems makes it necessary to increase the control of the rail stresses to avoid instability and damages of the rails. Large stresses are especially prone to appear at discontinuities in the railway systems, such as bridges, due to the interaction between the track and the bridge. The interaction leads to increased horizontal forces in the rails due to the changed stiffness between the embankment and the bridge, temperature variations, bending of the bridge structure because of vertical traffic loads and braking and traction forces. If the compressive rail stresses become too high it is necessary to use costly and maintenance-requiring devices such as rail expansion joints and other rail expansion devices. These devices increase the railway systems life cycle cost and should if possible be avoided. The use of non-ballasted track on high-speed railways, tramways and subways, has increased since this kind of track requires less maintenance and according to some investigations have a lower life cycle cost compared to ballasted track. The non-ballasted track is usually made of a track slab to which the rails are connected through fastenings. The track slab is connected to the bridge structure and held in place by shear keys. When non-ballasted tracks are used in populated areas it is sometimes necessary to introduce some vibration and noise damping solution. One of the possible solutions is to introduce a floating slab mat (elastic mat) under the track slab on the bridge. The influence of the floating slab mats properties on the rail stresses is investigated in this degree project. The investigation was performed through a numerical modelling of two railway bridges using the finite element software SOFiSTiK. The results from the investigation showed that there was a small reduction of the compressive rail stresses by approximately 3 – 7% (depending on the stiffness of the elastic support, load positions and the properties of the mat) when a mat was installed under the track slab. The results from the investigation also showed that there was a small reduction (up to approximately 1 %) of the compressive stresses in the rail when the thickness of the mat was increased, and the stiffness of the mat was reduced. This reduction of the compressive stresses is assumed to be caused by the mat being mounted on the sides of the shear keys. The lower stiffness of the mat allows the track slab and the bridge deck to move more freely parallel to each other in the horizontal direction. This leads to a decrease of the stresses in the rail due to a lower interaction between the track and the bridge. It was also shown that the rail stresses increased if the friction between the slab mat and the bridge deck was considered. This is because of an increase of the interaction between the track and the bridge due to the mats horizontal stiffness. / Den ökade användningen av kontinuerligt svetsade räler i järnvägsnäten i världen leder till en ökad kontroll av rälsspänningarna för att undvika instabilitet och skador på rälsen. Särskilt vid en diskontinuit i järnvägssystemet, som vid broar, kan stora tillskottspänningar i rälsen uppstå till följd av interaktionen mellan spår och bro. Interaktion leder till ökade horisontella krafter som verkar på rälsen och beror på den förändrade styvheten mellan järnvägsbank och bro, temperaturvariationer, nedböjning av bron på grund av vertikala trafiklaster samt broms- och accelerationskrafter. Om spänningarna i rälsen blir för stora behöver kostsamma och underhållskrävande dilatationsfogar införas. Dessa dilatationsfogar ökar järnvägssystemets livscykelkostnad och är något som ska undvikas att införas i den mån det är möjligt. Användningen av ballastfritt spår för höghastighetsjärnvägar, spårvägar och tunnelbanor ökar på grund av att dessa spår kräver mindre underhåll och har enligt vissa undersökningar en lägre livscykelkostnad i jämförelse med ballasterat spår. Ballastfritt spår består oftast av en betongplatta till vilken rälsen är kopplad genom befästningar. Plattan är i sin tur kopplad till underbyggnaden genom skjuvförbindare som håller plattan på plats. När ballastfritt spår används i bebodda områden är det ibland nödvändigt att ta till vibrations- och ljuddämpande åtgärder. En åtgärd som används på brokonstruktioner för att minska vibrationer och ljudföroreningar är att montera en vibrationsdämpande matta, som är tillverkad av ett elastiskt material, mellan betongplattan och broöverbyggnaden. I detta examensarbetet undersöks hur den vibrationsdämpande mattans egenskaper påverkar rälsspänningarna. Resultaten från undersökningen visar att spänningarna i rälsen minskar med cirka 3–7 % (beroende på det elastiska stödets styvhet, lastpositioner och mattans egenskaper) när en elastisk matta installeras under spårplattan i jämförelse med när ingen matta används. När mattans tjocklek ökar och när styvheten sänks minskar spänningarna med cirka 1 % i jämförelse mellan den tjockaste och tunnaste mattan. Denna minskning av spänningarna antas bero på att den vibrationsdämpande mattan som är monterad på sidan av skjuvförbindarna ger en möjlighet för spåret och bron att förskjutas fritt parallellt varandra innan en interaktion mellan spår och bro uppstår. Det visade sig även att om friktionen mellan mattan och broöverbyggnaden medräknas ökar spänningarna i rälsen. Detta beror på att mattan då skapar en större interaktion mellan spåret och bron gentemot fallet då mattans horisontella styvhet inte beaktas.

Les toitures végétalisées (TTV) existent en deux types : extensive (EGR) et intensive (IGR). Ils diffèrent principalement par le type de végétation et la profondeur du substrat. Ces travaux de recherche visent à atteindre les objectifs suivants : 1. Déterminer et comparer les impacts environnementaux d’un toit de gravier ballasté traditionnel (TGBR), d’une toiture réfléchissante (WRR), EGR, et IGR ; 2. Quantifier la performance énergétique d’un TGBR et d’une EGR ; 3. Évaluer le potentiel de gestion d’eau et la dynamique de ruissellement d’un TGBR et d’une EGR. Le 1er objectif a été atteint suite à une Analyse comparative de Cycle de Vie (ACV) d’une EGR réelle de 834 m2 et de trois toits fictifs : TGBR, WRR, et IGR. Les résultats indiquent qu’une EGR présente les impacts environnementaux les plus bas pour les 15 catégories d'impacts considérées. Les aspects thermiques et hydriques des TTV ont été testés suite à l’installation d'une maquette TGBR et de deux maquettes EGR sur le toit du département de génie chimique à l'Université de Balamand, Liban. EGR8 et EGR16 sont des maquettes EGR qui diffèrent par la pente ainsi que la profondeur et la composition du substrat. Les profils de température indiquent la réduction des fluctuations de température, l'effet de stockage de chaleur, et l'effet de refroidissement passif. L'étude économique montre que EGR pourrait économiser jusqu'à 45USD/200m2/mois par rapport à TGBR. D’autre part, les profils de la teneur en eau ont démontré que la composition du sol d’EGR8 est plus efficace que celle d’EGR16. En revanche, EGR agit comme un système filtrant surtout pour le cadmium, le fer, le calcium et l'ammonium. / Vegetative roofs (VRs) can be classified into two types : Extensive (EGR) and Intensive (IGR). The main differences between the two are the type of vegetation, the depth of the substrate. This research aims to achieve the following objectives : 1. Determine and compare the potential environmental impacts of traditional gravel ballasted roofs (TGBRs), white reflective roofs (WRRs), EGRs, and IGRs ; 2. Evaluate and compare the energy performance and the heating/cooling demand of TGBRs and EGRs ; 3. Determine and compare the water management potential and the runoff dynamics of TGBRs and EGRs. The first objective was covered by performing a comparative Life Cycle Assessment (LCA) on a real EGR of 834m2 and on three fictitious roofs of the sane area : of TGBRs, WRRs, and IGRs. Results indicated that the EGR had the least potential environmental impacts for the 15 impact categories considered. The second and third objectives were achieved by first installing one TGBR mockup and two EGR mockups on the rooftop of the Chemical Engineering Department at the University of Balamand, Lebanon. EGR8 and EGR16 are EGR mockups differed in the roof slope, the depth and the composition of their substrate. Temperature profiles at different substrate depths clearly indicated the reduction of the temperature fluctuations under the substrate layer, the heat storage effect, and the passive cooling effect. The economic study showed that EGR could save up to 45USD/200m2/month compared to TGBR. The water management performance of EGRs illustrated that the soil composition of EGR8 was more efficient than that of EGR16. In contrast, EGR acted as a sink especially for cadmium, iron, calcium, and ammonium.

Lead is a known toxin, with the ability to accumulate in the human body from as early as fetal development. Lead exposure is known to cause a myriad of health effects which are more prominent among children. Health effects upon exposure can range from renal and heart disease or potentially cancer in adults to neurotoxicity in children. The continued presence of old lead service lines and plumbing in distribution systems as well as lead-containing solders and brass fixtures in homes may contribute lead to drinking water. Recent studies have highlighted the importance of a predictor known as the chloride-to-sulfate mass ratio (CSMR) in controlling lead release. A ratio above 0.5 – 0.6 theoretically increases the aggressiveness of lead leaching in galvanic settings, while a lower ratio controls lead corrosion. A switch in coagulant type could significantly alter the ratio. However, a coagulant switch could also trigger changes in finished water turbidity and organics, including disinfection by-product (DBP) precursors, as well as impact sludge production. Anecdotal evidence from an Ontario water treatment utility suggested the potential applicability of a newly formulated polymer, cationic activated silica (CAS), in improving DBP precursor removal when used in concurrence with a primary coagulant. No previous scientific research had been dedicated to testing of the polymer. The present research had three primary objectives: The first was to investigate the effect of conventional coagulation with six different coagulants on the chloride-to-sulfate mass ratio as it pertains to lead corrosion in two Ontario source waters of differing quality. Additionally, the effect of coagulant choice on pH, turbidity, and organics removal was investigated. The second objective was aimed at testing potential reductions in CSMR and organics that could be brought about by the use of two polymers, cationic and anionic activated silica (CAS and AAS, respectively), as flocculant aids. Finally, the performance of a high-rate sand-ballasted clarification process was simulated at bench-scale to gauge its performance in comparison with conventional coagulation simulation techniques. The first series of jar-tests investigated the effectiveness of CAS as a primary coagulant on Lake Ontario water. In comparison with the conventional coagulants aluminum sulfate and polyaluminum chloride, CAS did not offer any apparent advantage with respect to turbidity and organics removal. Testing of CAS and AAS as flocculant aids was also conducted. Results from a full factorial experiment focused on CAS testing on Lake Ontario water showed that coagulant dose is the most significant contributor to CSMR, turbidity, DOC removal, and THM control. Generally, improvements resulting from CAS addition were of small magnitude (<15%). Reductions in CSMR were attributed to the presence of the sulfate-containing chemicals alum and sulfuric acid in the CAS formulation. Testing of sulfuric acid-activated AAS on Grand River water showed that pairing of AAS with polyaluminum chloride provides better results than with alum with respect to DOC removal (39% and 27% respectively at 60 mg/L coagulant dose). Highest turbidity removals (>90%) with both coagulants were achieved at the tested coagulant and AAS doses of 10 mg/L and 4 mg/L respectively. CSMR reductions in the presence of AAS were also attributable to sulfate contribution from sulfuric acid. Bench-scale simulation of a high-rate sand-ballasted clarification process on Grand River water showed comparable removal efficiencies for turbidity (80 – 90% at 10 mg/L), and DOC (30 – 40% at 50 mg/L). Finally, six different coagulants were tested on the two source waters for potential applicability in CSMR adjustment in the context of lead corrosion. The two chloride-containing coagulants polyaluminum chloride and aluminum chlorohydrate increased CSMR in proportion to the coagulant dose added, as would be expected. Average chloride contribution per 10 mg/L coagulant dose was 2.7 mg/L and 2.0 mg/L for polyaluminum chloride and aluminum chlorohydrate, respectively. Sulfate-contributing coagulants aluminum sulfate, ferric sulfate, pre-hydroxylated aluminum sulfate, and polyaluminum silicate sulfate reduced CSMR as coagulant dose increased, also as would be expected. The highest sulfate contributors per 10 mg/L dose were pre-hydroxylated aluminum sulfate (6.2 mg/L) and ferric sulfate (6.0 mg/L). The lowest CSMR achieved was 0.6 in Lake Ontario water at a 30 mg/L dose and 0.8 in Grand River water at a 60 mg/L dose. Highest DOC removals were achieved with the chloride-containing coagulants in both waters (35 – 50%) with aluminum chlorohydrate showing superiority in that respect. DOC removals with sulfate-containing coagulants were less, generally in the range of 22 – 41%. Specificity of critical CSMR values to source water needs to be investigated. Additionally, long term effects of sustained high or low CSMR values in distribution systems need to be further looked into. Finally, the effect of interventions to alter CSMR on other water quality parameters influencing lead corrosion such as pH and alkalinity still represent a research deficit.

Lead is a known toxin, with the ability to accumulate in the human body from as early as fetal development. Lead exposure is known to cause a myriad of health effects which are more prominent among children. Health effects upon exposure can range from renal and heart disease or potentially cancer in adults to neurotoxicity in children. The continued presence of old lead service lines and plumbing in distribution systems as well as lead-containing solders and brass fixtures in homes may contribute lead to drinking water. Recent studies have highlighted the importance of a predictor known as the chloride-to-sulfate mass ratio (CSMR) in controlling lead release. A ratio above 0.5 – 0.6 theoretically increases the aggressiveness of lead leaching in galvanic settings, while a lower ratio controls lead corrosion. A switch in coagulant type could significantly alter the ratio. However, a coagulant switch could also trigger changes in finished water turbidity and organics, including disinfection by-product (DBP) precursors, as well as impact sludge production. Anecdotal evidence from an Ontario water treatment utility suggested the potential applicability of a newly formulated polymer, cationic activated silica (CAS), in improving DBP precursor removal when used in concurrence with a primary coagulant. No previous scientific research had been dedicated to testing of the polymer. The present research had three primary objectives: The first was to investigate the effect of conventional coagulation with six different coagulants on the chloride-to-sulfate mass ratio as it pertains to lead corrosion in two Ontario source waters of differing quality. Additionally, the effect of coagulant choice on pH, turbidity, and organics removal was investigated. The second objective was aimed at testing potential reductions in CSMR and organics that could be brought about by the use of two polymers, cationic and anionic activated silica (CAS and AAS, respectively), as flocculant aids. Finally, the performance of a high-rate sand-ballasted clarification process was simulated at bench-scale to gauge its performance in comparison with conventional coagulation simulation techniques. The first series of jar-tests investigated the effectiveness of CAS as a primary coagulant on Lake Ontario water. In comparison with the conventional coagulants aluminum sulfate and polyaluminum chloride, CAS did not offer any apparent advantage with respect to turbidity and organics removal. Testing of CAS and AAS as flocculant aids was also conducted. Results from a full factorial experiment focused on CAS testing on Lake Ontario water showed that coagulant dose is the most significant contributor to CSMR, turbidity, DOC removal, and THM control. Generally, improvements resulting from CAS addition were of small magnitude (<15%). Reductions in CSMR were attributed to the presence of the sulfate-containing chemicals alum and sulfuric acid in the CAS formulation. Testing of sulfuric acid-activated AAS on Grand River water showed that pairing of AAS with polyaluminum chloride provides better results than with alum with respect to DOC removal (39% and 27% respectively at 60 mg/L coagulant dose). Highest turbidity removals (>90%) with both coagulants were achieved at the tested coagulant and AAS doses of 10 mg/L and 4 mg/L respectively. CSMR reductions in the presence of AAS were also attributable to sulfate contribution from sulfuric acid. Bench-scale simulation of a high-rate sand-ballasted clarification process on Grand River water showed comparable removal efficiencies for turbidity (80 – 90% at 10 mg/L), and DOC (30 – 40% at 50 mg/L). Finally, six different coagulants were tested on the two source waters for potential applicability in CSMR adjustment in the context of lead corrosion. The two chloride-containing coagulants polyaluminum chloride and aluminum chlorohydrate increased CSMR in proportion to the coagulant dose added, as would be expected. Average chloride contribution per 10 mg/L coagulant dose was 2.7 mg/L and 2.0 mg/L for polyaluminum chloride and aluminum chlorohydrate, respectively. Sulfate-contributing coagulants aluminum sulfate, ferric sulfate, pre-hydroxylated aluminum sulfate, and polyaluminum silicate sulfate reduced CSMR as coagulant dose increased, also as would be expected. The highest sulfate contributors per 10 mg/L dose were pre-hydroxylated aluminum sulfate (6.2 mg/L) and ferric sulfate (6.0 mg/L). The lowest CSMR achieved was 0.6 in Lake Ontario water at a 30 mg/L dose and 0.8 in Grand River water at a 60 mg/L dose. Highest DOC removals were achieved with the chloride-containing coagulants in both waters (35 – 50%) with aluminum chlorohydrate showing superiority in that respect. DOC removals with sulfate-containing coagulants were less, generally in the range of 22 – 41%. Specificity of critical CSMR values to source water needs to be investigated. Additionally, long term effects of sustained high or low CSMR values in distribution systems need to be further looked into. Finally, the effect of interventions to alter CSMR on other water quality parameters influencing lead corrosion such as pH and alkalinity still represent a research deficit.