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Thu Oct 15 2026 at 05:30 pm to 07:30 pm UTC-04:00

Série CCLT de la Société Canadienne de Géotechnique - Prof Andy Take

  • 1100 R. Notre Dame O · Montréal
  • From CAD 0.00
Soci\u00e9t\u00e9 canadienne de g\u00e9otechnique-Section Ouest du Qu\u00e9bec Publisher / Host Société canadienne de géotechnique-Section Ouest du Québec
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S\u00e9rie CCLT de la Soci\u00e9t\u00e9 Canadienne de G\u00e9otechnique - Prof Andy Take
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Addressing Canada’s unique railway infrastructure geotechnical challenges through advanced sensing - 15 octobre à l'ÉTS (A1424)
About this Event

Présentation technique débutant à 18:00. Du café, thé, et viennoiseries seront servis à partir de 17:30.


L'évènement se tiendra au A1424 dans le pavillon A de l'ÉTS (1100 Notre Dame West).


With more than 46,000 kilometres of track, Canada’s railway network faces nearly every geotechnical challenge imaginable, including geohazards, soft soil subgrades, highly compressible peat, and underlying permafrost. Through a geologically informed route selection process, geotechnical challenges for new rail lines such as the Alto high speed rail project can be minimized. However, for Canada’s existing railway corridors defined more than a century ago, avoidance of geotechnical challenges is no longer possible and track issues must be addressed while minimizing service interruption. While different fixes for various geotechnical subgrade issues have been proposed, the railway geotechnics community is lacking quantitative performance data on their effectiveness. This is in large part due to the highly structurally redundant and complex nature of track support, and in many sites, the lack of stable benchmarks. In this lecture, we explore how advanced sensing techniques of high-speed imaging, distributed fiber optic strain sensing, ShapeArray sensors, and data mining of track geometry vehicle data can be combined to capture both the dynamic behaviour of track support (i.e. passage of a single train) and rates of long-term degradation. We then use this technology to quantitatively define the effectiveness of helical piles placed between sleepers as rigid inclusions to improve trackbed stiffness; rammed aggregate piers placed between sleepers to arrest settlement trough formation; and to quantify the rates of localized settlement due to permafrost thaw on the Hudson’s Bay Railroad. These observations are then used to draw overarching lessons learned from each case study with regards to both railway monitoring and subgrade rehabilitation.

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Event venue & nearby stays

1100 R. Notre Dame O, 1100 Rue Notre-Dame Ouest, Montréal, Canada

Tickets CAD 0.00 to CAD 11.98
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