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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Evaluation of Particle Shape on Direct Shear Mechanical Behavior of Ballast Assembly Using Discrete Element Method (DEM)</title>
      <link>https://trid.trb.org/View/1693306</link>
      <description><![CDATA[Ballast layer is a part of railway foundation that its behavior is affected by the properties of constituent particles. The shape of the particles, which affects ballast behavior, is an important characteristic that is represented by angularity and sphericity indexes. In this study, the macro-and micro-mechanical shear behaviors of railway ballast are investigated by using Discrete Element Method (DEM). For this purpose, a three-dimensional (3D) program based on DEM has been modified and verified with the experimental results to simulate different real particle shapes for the direct shear test. Eight assemblies with different particle shape indexes were prepared. The results showed that the shear strength of ballast layer increased significantly with an increase in the angularity index; however, the strength initially increased with increasing sphericity and then dropped in as the sphericity decreased in the assembly of particles. Also, micro-mechanical responses showed that particle shape affected the formation of shear band.]]></description>
      <pubDate>Wed, 08 Apr 2020 08:52:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1693306</guid>
    </item>
    <item>
      <title>ANALYSIS OF CROSSTIE TRACK IN LATERAL PLANE USING NEW TRACK EQUATIONS</title>
      <link>https://trid.trb.org/View/483445</link>
      <description><![CDATA[Analysis of a crosstie railroad track in the lateral plane is usually based on the theory of a beam on an elastic foundation in which bending rigidity of the track structure is assumed to be twice the rigidity of a single rail.  The ballast resistance is modeled using a linear Winkler foundation with modulus k. Traditional analysis does not consider the contribution of the ties and rail-tie fasteners to the bending stiffness of the track and the nonlinearity of the ballast resistance.  The authors of this paper present an analysis of an infinitely long crosstie track subject to a concentrated lateral load.  The analysis is based on new track equations, and the equations explicitly consider the contribution of the rails and rail-tie fasteners to the bending stiffness of the track.  A bilinear approximation is assumed in representing the lateral resistance due to the ballast.  A closed-form solution for track deflection is derived using the new equations, for displacements in the linear regime. A closed-form solution is derived for the nonlinear response using a simplified set of track equations.  The authors also present a method for determining the model track parameters that is based on a least-squares fit to experimental load-deflection data.  Results indicate that the analytical solution accurately predicts the measured data for the entire range of loads and over the full length of track.]]></description>
      <pubDate>Mon, 02 Jun 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/483445</guid>
    </item>
    <item>
      <title>THE STATE OF THE ART IN MAINTENANCE: BETTER BALLAST DISTRIBUTION</title>
      <link>https://trid.trb.org/View/482777</link>
      <description><![CDATA[The importance of effective, efficient and safe ballast distribution can not be underestimated, so it comes as no surprise that current technology has quickened the pace and improved the practices for this aspect of maintenance.  For example, driven by railroads' requests to keep employees away from the breathing hazards associated with ballast distribution, suppliers have developed remote control technology that allows crews to work at safe distance from the dust and noise.  The article looks at the technological improvements that have brought gains to both safety and productivity.]]></description>
      <pubDate>Thu, 08 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482777</guid>
    </item>
    <item>
      <title>METHOD OF MIXED TIME AND FREQUENCY DOMAINS FOR DISCRETELY SUPPORTED RAILS TO TRANSIENT LOADS</title>
      <link>https://trid.trb.org/View/467878</link>
      <description><![CDATA[In this report, the vertical displacement of a railway rail due to a traveling vertical point load of variable intensity is calculated.  The rail is modeled as a Euler beam, and the sleepers as simple, non-equidistant supports which lie on viscoelastic rail pads and ballast.]]></description>
      <pubDate>Wed, 04 Dec 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/467878</guid>
    </item>
    <item>
      <title>WHY A SUB-BALLAST?</title>
      <link>https://trid.trb.org/View/271450</link>
      <description><![CDATA[Results of the fatigue analysis of a series of traditional-type structures with different ballast thicknesses, whch reveal unsatisfactory fatigue behaviour of the ballast, leading to a rapid lowering of the track level.  Its behaviour is quite different when there is a sub-ballast as the ballast works exclusively on the basis of compression without fatigue phenomena.  The application of Miner's Law means that the theoretical use of the sub-ballast can be calculated at about a century.  Another remarkable advantage of a sub-ballast lkayer is that it evens out the subgrade.  The methodology adopted can easily be applied to different types of traffic and to different structure characteristics.]]></description>
      <pubDate>Thu, 31 Jul 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/271450</guid>
    </item>
    <item>
      <title>HIGHER STANDARDS FOR TRACK BALLAST</title>
      <link>https://trid.trb.org/View/218389</link>
      <description><![CDATA[Selection of ballast materials for individual applications is of considerable financial importance. The aggregate must be rough enough to resist fracturing under impact and hard enough to resist attrition through wear at contact surfaces.  It must also be dense enough to resist lateral forces, properly anchoring the ties.  Weathering and freezing must also be considered.  The author suggests a visual rock analysis as a means of appraising aggregates.  Tests that assess the effect of weathering are also available.  Canadian Pacific's 1984 ballast specifications spell out different characteristics for mainline and branch-line applications with the details discussed.  While it is concluded that evaluation of ballast requires a 2-stage process-first, aggregate selection and then a monitoring of the processed material, only aggregate selection is discussed in this article.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218389</guid>
    </item>
    <item>
      <title>PERMANENT DEFORMATIONS DUE TO THE SETTLEMENT OF BALLASTED TRACK</title>
      <link>https://trid.trb.org/View/217693</link>
      <description><![CDATA[A reduced model at scale 1/3 was developed to analyse the settling behaviour of ballasted track.  The author gives detailed comments on the model laws.  The study relates to the influence of the load amplitude and of initial loading.  After testing, it was possible to propose a method for calculating settlement and defects in track levelling.  The theory developed has been confirmed by verification by means of measurements made on railway lines.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217693</guid>
    </item>
    <item>
      <title>DYNAMIC ANALYSIS OF RAILROAD EMBANKMENTS</title>
      <link>https://trid.trb.org/View/211178</link>
      <description><![CDATA[Stiffness and damping characteristics of soil are necessary for the rational dynamic investigation of the response of railway embankments to train loads.  It is possible to estimate these properties by conducting elaborate field and laboratory experiments with dynamic triaxial shear test apparatus.  However, in cases where trains are already running along the tracks, such tests are ruled out.  The railway embankments are designed for almost no residual soil displacement by providing adequate depth of ballast so that pressure on formation is small.]]></description>
      <pubDate>Mon, 29 Apr 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211178</guid>
    </item>
    <item>
      <title>TREAT THEM RIGHT AND CONCRETE SLEEPERS WILL LAST HALF-A-CENTURY</title>
      <link>https://trid.trb.org/View/209593</link>
      <description><![CDATA[Hopes of a 40 to 50 year life were dashed when early batches of concrete sleepers began to fail after little more than a decade, but designs introduced since the late-1960s look set for a much longer life.  It is not just a matter of producing robust sleepers with well anchored fastenings, however.  It is also necessary to handle concrete sleepers gently, to preserve a good depth of clean ballast, and to eliminate defects in the rail running surface.]]></description>
      <pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/209593</guid>
    </item>
    <item>
      <title>TRACK SUPPORT MUST BE RIGHT IF CONCRETE SLEEPERS ARE TO SURVIVE</title>
      <link>https://trid.trb.org/View/209592</link>
      <description><![CDATA[Wheel flats are the most important source of dynamic forces affecting North American track, and concrete sleepers are more vulnerable to consequential damage than wood.  Recently a much deeper understanding of the interaction between track forces and the behaviour of the track support has been achieved.  It is now possible to specify ballast and subgrade conditions that will allow heavy haul trains with 30 tonne axles to operate economically over concrete-sleepered track, but provision of wheel-flat detectors may still be desirable.]]></description>
      <pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/209592</guid>
    </item>
    <item>
      <title>THEORETICAL RESEARCH IN THE FIELD OF ASSYMMETRICALLY SUPPORTED CONCRETE SLEEPERS</title>
      <link>https://trid.trb.org/View/204155</link>
      <description><![CDATA[The author describes a method based on the application of an algorithm and a suitable computer program, for making mathematical analyses of variable stiffness railway sleepers resting on a flexible ballast bed, the bearing properties of which are subject to variation.  Previous methods, which held sleeper support to be symmetrical, were found to be out of keeping with real conditions of track behaviour encountered during operating.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204155</guid>
    </item>
    <item>
      <title>THE ROCKY ROAD TO GOOD TRACK</title>
      <link>https://trid.trb.org/View/203703</link>
      <description><![CDATA[Slab-track experiments notwithstanding, ballast is here to stay.  Ensuring that it stays clean and does its duty is a continuing challenge to civil and mechanical engineers.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203703</guid>
    </item>
    <item>
      <title>EXPERIMENTAL STUDY ON LATERAL RESISTANCE OF TRACK SKELETON IN BALLAST</title>
      <link>https://trid.trb.org/View/201923</link>
      <description><![CDATA[Lateral resistance of a track skeleton in ballast is very important for track lateral stability against thermal force in rail and against lateral loads from vehicles.  Recent test results made clear the share of resistance owing to the bottom, sides, and end of ties in various track conditions. An approximate formula to analyze resistance has been proposed.  On this paper, a study is reported that considers the effect of the ballast shoulder on elastoplastic and plastic-type resistance.  In addition, the effect of rainfall and tie safety cap is discussed.]]></description>
      <pubDate>Wed, 29 Feb 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/201923</guid>
    </item>
    <item>
      <title>THREE-DIMENSIONAL TESTING AND MODELING OF BALLAST</title>
      <link>https://trid.trb.org/View/196667</link>
      <description><![CDATA[A series of triaxial tests was performed on two sizes of a railroad ballast under different stress paths and with a constant (initial) field density.  The results permit development of nonlinear elastic and plasticity constitutive models.  The commonly used resilient modulus model and a variable moduli model were developed as simplified characterization.  The behavior of the ballast was found to be dependent on the state of stress, stress paths and particle size.]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196667</guid>
    </item>
    <item>
      <title>LABORATORY INVESTIGATION OF LATERAL TRACK SHIFT</title>
      <link>https://trid.trb.org/View/162129</link>
      <description><![CDATA[This report describes test procedures and results of the AAR lateral track shift tests. The tests included static and dynamic lateral track loadings under various vertical loads, relative effects of single and double axle loading, panel shift tests and single tie tests. These tests, which were conducted at the AAR's Track Laboratory, were designed to quantify and determine the lateral strength of the track using various methods. The test results are limited to an unconsolidated track condition. The results indicate that a lateral stiffness of the track can be determined from each of the three methods used. These results, obtained from each of the methods tested, are compared in this report.]]></description>
      <pubDate>Thu, 19 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162129</guid>
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