<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    </image>
    <item>
      <title>Fatigue damage evolution process of the slab track considering T-C asymmetric damage energy release rate</title>
      <link>https://trid.trb.org/View/2642534</link>
      <description><![CDATA[Train loading, characterized by high frequency, low amplitude, and high cycle count, induces high-cycle fatigue in slab tracks. This study develops a fatigue damage constitutive model based on tension-compression(T-C) asymmetric damage energy release rate, embedding a self-programmed material subroutine into a refined finite element model to analyze damage and stress field evolution. It investigates effects of train load, prestressing, and debonding on track slab fatigue damage. Results show: 1. A set of material damage parameters was determined via simulations, semi-analytical sensitivity analysis, and experiments (compression: a⁻= 4.0, B⁻= 28.0, m⁻= 8.9, α₁⁻=65.0, α₂⁻= 25.5; tension: α₁⁺= 48.0, α₂⁺= 4.7, a⁺= 4.5, m⁺= 0.1, B⁺= 1.89); 2. The model enables damage accumulation when the material is in the loading phase, better characterizing fatigue evolution; 3. Calculation results show without reinforcement, 2.5 million cycles at 250 kN maximum load induce 2.46 times more damage than at 200 kN; 4. Prestress reduces maximum track slab bottom damage by 0.209 after 2.5 million cycles compared with non-prestressed loadcase; 5. Longer CA mortar debonding exacerbates damage at slab top near debonding roots, while shorter debonding creates a "shear effect" accelerating bottom damage in the same region; 6. For 35–85 kN train loads with 830 mm × 1.0 mm debonding, significant stress redistribution occurs between 1–1.35 million cycles, with maximum stress shifting from slab center to sides.]]></description>
      <pubDate>Tue, 24 Feb 2026 09:01:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642534</guid>
    </item>
    <item>
      <title>Static and fatigue performance of the interface between the concrete slab and epoxy resin in CRTS II slab track: An experimental and comparative study</title>
      <link>https://trid.trb.org/View/2635469</link>
      <description><![CDATA[Epoxy resin has been extensively applied for repairing interface debonding in CRTS II slab track. This study conducted static and fatigue three-point bending tests to systematically investigate the static and fatigue performance of the interface between the concrete slab (CS) and epoxy resin (ER). A comparative performance analysis was also conducted between the CS-ER interface, ER-cement asphalt mortar (CAM) interface and CS-CAM interface. The results indicate that the CS-ER interface presents brittle failure under static loading with two-stage variations of load and strain during the loading process. Both static and fatigue failure modes of the CS-ER specimens involve interfacial cracking and interfacial cracking with kinking, with the former being the predominant failure mode. A probabilistic fatigue life estimation model based on the two-parameter Weibull distribution is feasible for predicting the fatigue life of the CS-ER interface across varying stress levels. Based on the inverted S-shaped fatigue evolution characteristics, a generalized interfacial fatigue damage model applicable to multiple stress levels was established. Due to differences in failure modes, the fatigue life of the CS-ER interface is respectively 11.29 times and 24.48 times higher than those of the ER-CAM and CS-CAM interfaces under identical stress levels. Comparative analysis of fatigue damage evolution behavior reveals that the introduction of epoxy resin leads to a more pronounced Stage I while significantly slowing down the damage progression rate in Stage III.]]></description>
      <pubDate>Wed, 04 Feb 2026 16:28:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635469</guid>
    </item>
    <item>
      <title>Fatigue behaviour of the reinforced concrete slab-track</title>
      <link>https://trid.trb.org/View/2653121</link>
      <description><![CDATA[This study quantifies the static and high-cycle fatigue performance of non-prestressed reinforced concrete slab-track panels developed as locally optimized variants of the CRTS III system for high-speed rail. Two full-scale designs were tested: NC1, a uniform 250 mm slab with a tensile reinforcement ratio of 1.584%, and NC2, a tapered 210–250 mm slab with a reinforcement ratio of 1.453%. Three-point bending tests with up to 2×106 sinusoidal load cycles, digital image correlation, and embedded strain measurements were used to monitor crack initiation, stiffness degradation, and deflection. NC1 retained higher stiffness, smaller stabilized crack widths, and lower mid-span deflections, while NC2 developed a more uniform but wider crack pattern and higher curvature. Both designs showed early crack acceleration, and flexural behavior governed failure after fatigue. A calibrated 3D nonlinear finite element model with a plasticity–fracture formulation reproduced load–deflection responses, crack localization, and fatigue degradation with minor post-peak deviations. The results demonstrate a trade-off: thicker, higher-reinforcement slabs improve fatigue resilience and serviceability, whereas tapered, lower-reinforcement slabs reduce material use but require stricter crack-width control.]]></description>
      <pubDate>Tue, 20 Jan 2026 10:13:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2653121</guid>
    </item>
    <item>
      <title>Bi-Directional Dynamic Vibration Absorber for Small-Radius Curved Track Systems: Design and Performance Evaluation</title>
      <link>https://trid.trb.org/View/2647069</link>
      <description><![CDATA[Low-frequency vibration amplification in steel-spring floating slab track is especially significant in small-radius curves. To mitigate this issue, a novel bi-directional dynamic vibration absorber (Bi-DVA) is proposed to effectively suppress such vibrations and improve the stability of the track system. A coupled dynamic model, which integrates the vehicle, curved track segment, floating slab, and Bi-DVA, was developed using extended fixed-point theory, vehicle-track coupled dynamics theory, and finite element analysis. The optimal configuration of the Bi-DVA’s parameters was thoroughly explored, and its performance under various operational conditions was assessed in terms of vibration reduction and enhancement of wheel-rail safety metrics. The vertical and lateral vibration amplitudes of the floating slab were reduced by up to 10.2 dB and 8.9 dB. The vertical and lateral accelerations of the rail were decreased by 11.7 m/s2 and 1.82 m/s2, and the peak vertical and lateral accelerations of the vehicle body dropped by 0.44 m/s2 and 0.19 m/s2, respectively. Additionally, the derailment coefficient was reduced by 0.08, and the wheel load reduction rate decreased by 0.06.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:59:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647069</guid>
    </item>
    <item>
      <title>Service Life and Anti-Corrosion of Catenary Foundations in Salt Lakes: Qinghai-Tibet Railway Case Study</title>
      <link>https://trid.trb.org/View/2647079</link>
      <description><![CDATA[This study investigates anti-corrosion strategies and evaluates the service life of concrete foundations for electrified catenary systems in the Qinghai-Tibet Railway Phase I project, in China, under saline lake conditions. By combining field sampling, laboratory chloride ion content analysis (total and free chloride ion), and electrochemical testing (linear polarization resistance), the efficacy of fiberglass-reinforced polymer (FRP) sleeves in mitigating chloride ingress and reinforcing steel corrosion was systematically assessed. Results demonstrated that FRP sleeves significantly reduce chloride diffusion rates, maintaining corrosion current density below the critical threshold (0.2 μA/cm²) and stabilizing polarization resistance. A modified chloride diffusion model integrated with reliability theory predicted a 24-year service life for FRP-protected foundations. The findings validate that FRP protection, coupled with enhanced concrete strength and corrosion inhibitors, effectively counters high-salinity corrosion, providing the first quantitative validation of FRP’s long-term efficacy in hypersaline salt lakes, and establishing a reliability-based service life model adaptable to pre-contaminated concrete scenarios.]]></description>
      <pubDate>Thu, 08 Jan 2026 10:29:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647079</guid>
    </item>
    <item>
      <title>Life-cycle cracking resistance reliability analysis of CRTS III track slab on bridge</title>
      <link>https://trid.trb.org/View/2619650</link>
      <description><![CDATA[The track slab serves as the core load-transfer component in China’s Railway Track System (CRTS) III slab ballastless track. Its cracking resistance is vital to ensuring operational safety, particularly in frigid and cold regions. This study develops a time-dependent reliability analysis approach to evaluate the life-cycle cracking resistance of CRTS III track slabs and applies it to an actual railway line. A time-dependent performance function is formulated. A refined finite element model (FEM) quantifies the interactions among multiple loads. Concrete strength degradation and prestress loss are modeled separately, together with a stochastic parameter model for wheel loads, bridge deflections, temperature gradients, and critical response locations. Results show that the reliability indices for transverse cracking resistance decrease from 0.95 at year 30 to 0.56 at year 60, while those for longitudinal cracking resistance decrease from 0.93 at year 30 to 0.05 at year 60. Although the indices satisfy the code-specified threshold (0–2.5), the longitudinal direction exhibits a significantly higher risk toward the end of service life. The proposed approach captures geographical variability, providing theoretical support for maintenance strategies and life-cycle management of high-speed railway infrastructure.]]></description>
      <pubDate>Wed, 31 Dec 2025 10:56:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2619650</guid>
    </item>
    <item>
      <title>A train-bridge stochastic model based on deep neural network-driven probability density evolution method</title>
      <link>https://trid.trb.org/View/2612448</link>
      <description><![CDATA[Computer deterministic models cannot always predict the dynamic behaviors of train-bridge systems exactly due to the input uncertainties. In this context, uncertainty quantification for train-bridge interactions has received much attention in the last decade. In this work, a deep neural network-driven probability density evolution method (DNN-PDEM) is developed in combination with a new three-dimensional train-slab track-bridge coupled model to efficiently and accurately describe the uncertainty propagation from physical inputs to response outputs. The DNN-PDEM departs from the conventional strategy employed in classic PDEM by eliminating the use of finite difference methods and the need for grid partitioning. Instead, it utilizes residual minimization to obtain the evolution results of probability density, thereby greatly enhancing the computational efficiency of the solution process. The train-slab track-bridge model adopts the wheel-rail rigid contacts to realize the displacement compatibility and force equilibrium between the wheel and rail, which can significantly reduce computational time. As demonstrated by a numerical example and a field experiment, the proposed model has acceptable accuracy and high efficiency in quantifying the uncertainties of train-bridge random systems, especially for the medium- and high-frequency dynamic responses.]]></description>
      <pubDate>Fri, 19 Dec 2025 10:19:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612448</guid>
    </item>
    <item>
      <title>Framework for Time-Dependent Reliability of GFRP-RC Slab-on-Girder Bridge Decks under Freeze–Thaw and Creep Rupture Effects: Application for Sustainable Designs in Nova Scotia, Canada</title>
      <link>https://trid.trb.org/View/2635614</link>
      <description><![CDATA[This paper presents a framework to conduct time-dependent reliability analysis of tension- and compression-controlled flexural design of glass fiber–reinforced polymer (GFRP)-reinforced concrete (RC) slab-on-girder bridge decks. The framework accounts for the cumulative damage in the resistance model through concrete compressive strength degradation due to the freeze–thaw effect and GFRP tensile strength degradation due to creep rupture. It also incorporates site-specific damage parameters and weigh-in-motion (WIM) data. The framework was applied to assess the reliability of in-service bridge decks in Nova Scotia, Canada, and propose alternative designs to reduce the greenhouse gas (GHG) emissions using site-specific WIM data and test results of aged GFRP concrete bending members. Analysis results showed that bridge decks designed using a concrete compressive strength of 35 MPa can yield a design lifetime reliability index greater than 3.5 and a 20% reduction in the GHG emissions compared with bridge decks designed using a concrete compressive strength of 45 MPa. The research findings were utilized by the Nova Scotia Department of Public Works for the design of new bridge decks in the province.]]></description>
      <pubDate>Tue, 16 Dec 2025 11:33:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2635614</guid>
    </item>
    <item>
      <title>Aging-Induced Variations in the Slant-Shear Behavior of Cement-Emulsified Asphalt Mortar: Insights from Experimental Tests and Statistical Modeling</title>
      <link>https://trid.trb.org/View/2609054</link>
      <description><![CDATA[Cement-emulsified asphalt mortar (CEAM) is a critical component of high-speed slab tracks, providing both vibration cushioning and resistance against shear. The long-term performance of CEAM is strongly affected by asphalt aging, yet the slant-shear behavior of aged mixtures, which is directly linked to braking, acceleration, and curved-track loading, has not been fully characterized. This study investigates the shear stress-strain response of aged and unaged CEAM using inclined-plane tests at 45° and 60°, considering three temperatures (5, 25, and 50 °C), three loading rates (0.5, 5, and 50 mm/min), and three asphalt-to-cement ratios (A/C = 0.5, 0.7, and 0.9). To isolate the effect of aging, two dimensionless indices, the shear-strength ratio (SSRi) and fracture-energy ratio (FERi), were defined and analyzed using response-surface models (RSM). The results show that mixtures with higher asphalt content can partly mitigate aging-induced reductions in strength and energy, whereas binder-lean mixtures exhibit pronounced losses, especially at low temperature. Increasing temperature reduced absolute shear strength and fracture energy in both aged and unaged specimens, but the aged material displayed comparatively greater thermal stability. Faster loading consistently increased both strength and energy, and this rate sensitivity was largely unaffected by aging. Response surface modeling confirmed that SSRi and FERi increased with asphalt content and temperature; ratios below unity were found mainly at 5 °C and low A/C, while values between 1.0 and 1.5 were observed under warmer conditions, indicating partial compensation of aging effects. These findings provide a quantitative basis for performance-oriented mix design of CEAM and highlight strategies to improve durability, such as optimizing asphalt content for different climates, strengthening cold-region sections with cement or protective measures, and ensuring sufficient shear reserve through structural design.]]></description>
      <pubDate>Mon, 24 Nov 2025 17:04:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2609054</guid>
    </item>
    <item>
      <title>Fatigue performance of HFRP-reinforced track composite slabs: Experiments and numerical simulation</title>
      <link>https://trid.trb.org/View/2607079</link>
      <description><![CDATA[To address the risks of corrosion susceptibility and reduced electrical insulation in ballastless track structures during service life, replacing conventional steel bars with fiber-reinforced polymer (FRP) bars has emerged as a promising strategy. However, current research still lacks a comprehensive understanding of the fatigue evolution mechanisms across the structural layers of FRP-reinforced ballastless tracks when subjected to high-frequency train loads. This study conceptualizes the track slab and self-compacting concrete (SCC) filling layer as a track composite slab structure with equivalent service life. A three-point bending fatigue test was employed to investigate the effects of steel bars, basalt FRP (BFRP) bars, and hybrid FRP (HFRP) bars on fatigue failure modes, stiffness degradation patterns, and strain-slip responses of the track composite slab. Additionally, a constitutive model for concrete fatigue damage was developed and implemented via a user defined material (UMAT) subroutine within a finite element framework to elucidate track composite slab fatigue evolution mechanisms. Results demonstrate that HFRP-reinforced track composite slabs exhibit mid-span delamination failure after 1.32 million load cycles. Compared to BFRP-reinforced systems, HFRP-reinforced systems enhance fatigue life by 13.79 % and reduce stiffness degradation rates by 22.10 %. Numerical simulations reveal that fatigue damage in HFRP-reinforced track composite slabs initiates at slab edges, propagates gradiently through the thickness direction, and ultimately triggers interfacial cracking. Optimization of the track slab reinforcement ratio to 0.55 % achieves near-critical equilibrium in interlayer strain coordination, enhancing material efficiency while maintaining structural fatigue resistance.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:23:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607079</guid>
    </item>
    <item>
      <title>Floating slab track integrated with quasi-zero stiffness mechanism and dynamic vibration absorber for suppressing low-frequency vibration</title>
      <link>https://trid.trb.org/View/2595188</link>
      <description><![CDATA[Vibration amplification at the natural frequency of floating slab track (FST) remains a significant concern. This study integrates quasi-zero stiffness mechanisms combined with dynamic vibration absorbers (QZSDVA) into FST, resulting in a novel formulation of vibration reduction track (QZSDVA-based FST) to effectively suppress low-frequency track vibrations. The analytical expression for the dynamic response of the two-degree-of-freedom QZSDVA system is derived and subsequently validated through numerical approaches. Building on this, a vehicle-QZSDVA-based FST dynamic model is established and optimal parameters for DVA are identified guided by H ͚ optimisation. Further exploration highlights the capability of QZSDVA-based FST in significantly suppressing track vibrations and reducing the support force of the structure, without compromising running safety of subway train. Results emphasise that optimally tuned parameters enable QZSDVA-based FST to reduce low-frequency vibrations effectively, even with a minimal DVA mass. In comparison to alternative vibration reduction tracks, the proposed QZSDVA-based FST outperforms in suppressing low-frequency vibrations within the range of 6.3–16 Hz. This research offers an innovative solution to mitigate environmental vibrations induced by urban rail transit.]]></description>
      <pubDate>Thu, 20 Nov 2025 17:07:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2595188</guid>
    </item>
    <item>
      <title>Void damage identification in post-installed rebar reinforced slab tracks via impact hammer tests and deep learning</title>
      <link>https://trid.trb.org/View/2603261</link>
      <description><![CDATA[Slab track systems have been extensively adopted in high-speed railways worldwide. Post-installed reinforcement bars are commonly employed at the interface between precast slabs and underlying concrete structures to mitigate thermal arching risks. However, field inspections have revealed localized void damage in slab tracks reinforced by post-installed reinforcement bars. This type of damage is often concealed, making identification and diagnosis challenging. Traditional detection methods are costly and entail complex operational procedures. This study presents a novel rapid identification model for void damage assessment in post-installed rebar-reinforced slab tracks, integrating impact hammer testing with deep learning algorithms. To systematically validate the model's feasibility and reliability, laboratory experiments were conducted to simulate varying degrees of post-repair void damage scenarios. Time-frequency analysis was performed to extract latent features from vibration acceleration profiles across different damage conditions, followed by damage diagnosis using specifically designed neural network architectures. The results show that the proposed model can achieve high-precision identification of void damage based on measured structural acceleration, with diagnostic accuracy exceeding 98 % when using one-dimensional convolutional neural networks and residual neural networks. The study represents the first successful identification of void damage in slab tracks post-repair with post-installed reinforcement bars, enhancing the assessment and diagnosis of track system service conditions and effectively guiding practical engineering maintenance.]]></description>
      <pubDate>Wed, 12 Nov 2025 09:35:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603261</guid>
    </item>
    <item>
      <title>Reliability analysis of track slab considering Gamma stochastic degradation process of concrete strength</title>
      <link>https://trid.trb.org/View/2597920</link>
      <description><![CDATA[Investigating the degradation mechanisms of track slab service performance and quantifying the time-dependent reliability decay patterns are critically important for optimizing slab track design and informing maintenance strategies. In this study, the degradation characteristics of track slab concrete under coupled freeze-thaw cycles and fatigue loading is investigated. The Gamma process identification of the degradation law characteristics of concrete compressive strength is conducted, and the probabilistic design value of the concrete strength of the track slab based on the Gamma process is proposed. A time-dependent limit state function considering the random degradation of concrete strength, corrosion of reinforcement and loading effect is established. The method of moments is subsequently employed to compute the time-dependent flexural reliability. The results show that the degradation pattern of compressive strength of track slab concrete conforms to the Gamma process. A probabilistic approach is adopted to determine the design compressive strength value, ensuring compliance with the required service life specifications. The time-dependent degradation law of track slab flexural capacity is closely related to the degradation of concrete properties and the corrosion time of rebar. The coupling of positive temperature gradient and train load has a significant effect on the longitudinal and transverse time-dependent flexural reliability of the track slab, and the reliable life of the track slab flexural capacity is determined.]]></description>
      <pubDate>Wed, 22 Oct 2025 16:46:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2597920</guid>
    </item>
    <item>
      <title>Mechanism of rail corrugation formation on metro curves with a type of floating-slab track</title>
      <link>https://trid.trb.org/View/2578297</link>
      <description><![CDATA[A steel spring floating-slab track (SSFST) capable of mitigating railway-induced vibrations has been widely used in a metro line in Beijing. In sharp curves with radii of less than 500?m, severe corrugation with wavelengths of about 125–200?mm and passing frequencies of 70–80?Hz occurred on low rails. Field measurements and numerical simulations were used to investigate the cause of the corrugation. The results show that the wavelength of corrugation is related to the speed of the vehicle and the corrugation passing frequency is a fixed frequency. The formation of the rail corrugation in the sharp curves does not depend on the torsional and bending resonances of wheelsets and P2 resonance. The wheel–rail vertical fluctuating force at frequencies of 67–75?Hz arises easily under a broadband excitation of the rail irregularity due to the vertical bending of the rail and the floating slab relative to the subgrade. The numerical simulations show that the corrugation with dominant wavelengths of 160–200?mm initiates when the vehicle passes over the irregularity. The simulation results are consistent with the field test results. The corrugation occurs on SSFST as a result of the vertical bending of the entire track, driven by a wavelength-fixing mechanism.]]></description>
      <pubDate>Fri, 26 Sep 2025 13:39:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578297</guid>
    </item>
    <item>
      <title>Experimental study on the dynamic characteristics of slab track structure considering local defects and temperature gradient</title>
      <link>https://trid.trb.org/View/2598936</link>
      <description><![CDATA[The unit slab track structure has been widely used in high-speed railways. Temperature gradients and local defects alter the interlayer condition of slab tracks, directly affecting the structure's dynamic performance. To investigate the impact of these critical factors, a full-scale experimental platform was constructed, incorporating standard and defective track sections with interlayer separations, along with a heating system and temperature/deformation monitoring system. This configuration achieved a positive temperature gradient of 90 °C/m within the slab. The influences of local interlayer defects, temperature gradients, and their coupled effects on track dynamics were studied by wheelset drop tests. The results indicated that the slab's vibration response significantly increased under local defects, particularly within the P2 resonance and slab bending resonance frequency bands. Under a positive temperature gradient, the temperature-induced deformation at defective slab corners increased, while upward deflection at slab centers decreased. For standard slab track, with the temperature gradient increased from 0 to 90 °C/m, the P2 resonance frequency gradually shifted downward from 80 Hz to 40 Hz, while vibration acceleration increased substantially. The coupling effect of positive temperature gradient and local defects enlarged the contact area between self-compacting concrete layer and baseplate. However, the structural stress at defects significantly increased under temperature gradient.]]></description>
      <pubDate>Thu, 25 Sep 2025 09:31:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598936</guid>
    </item>
  </channel>
</rss>