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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Punching test for mechanical characterization of asphalt railway sub-ballast</title>
      <link>https://trid.trb.org/View/2691625</link>
      <description><![CDATA[The use of asphalt mixtures for sub-ballast layers in railway infrastructure, which is becoming a preferred design solution in in the high-speed and high-capacity lines in some European countries and in the United States, offers several structural, functional and economic benefits. The assessment of physical–mechanical characteristics of these mixtures still occurs with methods that are well-established in the road paving industry, though these methods are not consistently capable of highlighting the peculiarities of the railway operations, such as the ballast/sub-ballast interaction and the granular behavior of the overlying unbound layer. Specifically, the interface between the crushed stone elements of the ballast bed and the underlying asphalt layer deserves specific attention. Thus, this study presents a new conceived experimental method for the mechanical characterization of mixes intended for asphalt sub-ballast, based on punching test. The test employs an adaptive indentation plate (AIP), which was designed to replicate the interaction between ballast particles and the sub-ballast. Cylindrical asphalt specimens (ϕ150 mm) were subjected to vertical point loads using the AIP, considering different temperatures (5, 20, 35 °C) and deformation rates (5.08, 25.4, 50.8 mm/min). The validation of the experimental procedure involved the analysis of two asphalt mixes of different stiffness, which conformed to the Italian standard for asphalt sub-ballast. The results showed that the punching test offers an effective evaluation of resistance to plastic deformation and additional information on the indentation phenomenon, which is not currently considered in existing specifications. This approach could be used alongside standard tests to better evaluate the performance of different materials in railway sub-ballast applications.]]></description>
      <pubDate>Mon, 10 Aug 2026 16:51:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691625</guid>
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    <item>
      <title>Experimental and Numerical Investigation for Coal Mine Overburden as Subballast in Railway Embankment</title>
      <link>https://trid.trb.org/View/2727345</link>
      <description><![CDATA[In this study, the coal mine overburden was collected from the Ballarpur Coal Mine in the Chandrapur district of Maharashtra, India, for use as subballast in railway embankments. The material was pulverised to determine index, strength, durability, and mineralogical properties. The results showed that the coal mine overburden as subballast satisfied the required gradation, strength, and durability criteria, exhibiting well-graded characteristics, high slake durability (98.80%), and adequate load-bearing capacity (CBR 14.23%). A three-dimensional finite element model was developed to study the deformation and stress distribution under pseudo-static loading, considering the waste rubber tyre as confinement for subballast. The tyre confinement showed significantly improved structural stability. The lateral displacement was approximately reduced by 50%, and the vertical deformation by 38%. The tyre confinement decreased the peak subgrade stress by about 23%, indicating uniform stress dispersion. The tyre-soil composite acts as a flexible load-distributing layer, enhancing stiffness attributes to mitigate stress concentration. The results proved that the coal mine overburden as subballast with confinement is a sustainable solution in the construction of railway embankments.]]></description>
      <pubDate>Wed, 29 Jul 2026 09:14:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2727345</guid>
    </item>
    <item>
      <title>Use of Recycled Rubber Granulates in Railway Subballast for Improved Track Performance</title>
      <link>https://trid.trb.org/View/2678495</link>
      <description><![CDATA[As current ballasted tracks are inadequate for supporting Australia’s faster, heavier freight trains, there is an urgent need to develop innovative and sustainable alternatives for transport infrastructure. This paper presents a novel solution for increasing the stability and resiliency of railways by developing a sustainable energy-absorbing sub-ballast layer (SEAL) using recycled tire rubber granulates, steel furnace slag, and coal wash to replace traditional rockfill as subballast. The engineering properties of the track incorporating SEAL were investigated through large-scale laboratory tests (i.e., prototype cubic triaxial tests) and a rheological model. The test results and model simulation confirm that the inclusion of recycled rubber granulates actively increases the efficiency of dissipating energy, decreases ballast breakage, vibrations, and the propagation of dynamic loading within the substructure depth. Also, 10% by weight was found to be the optimal rubber content within SEAL to increase the energy-absorbing capacity of the track foundation and decrease the lateral displacements of the track, while reducing the amount of ballast breakage and maintaining an acceptable settlement.]]></description>
      <pubDate>Fri, 12 Jun 2026 15:59:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2678495</guid>
    </item>
    <item>
      <title>Influence of subgrade frost heave on ballasted track dynamics via a hybrid DEM-vehicle model</title>
      <link>https://trid.trb.org/View/2670646</link>
      <description><![CDATA[Subgrade frost heave presents a significant threat to the operational safety of ballasted railways in cold regions. To evaluate the impact of frost heave deformation on the vehicle-track coupled system, a discrete element method (DEM) model for the ballasted track-subgrade structure and a vehicle-track dynamic model were established and non-iteratively coupled through the wheel-rail interface. The microscopic mechanical evolution and dynamic response characteristics of the track-subgrade system were systematically analyzed. Results indicate that frost heave disrupts the interlocking structure of ballast, leading to increased porosity and uneven stiffness distribution, which subsequently induces unstable dynamic responses. The primary load-bearing path (i.e., strong force chain) shifts from beneath the sleeper toward the frost heave boundary, resulting in unsupported sleepers at the transition between frozen and unfrozen zones. For a given frost heave amplitude, the shorter frost heave lengths produce a greater number of “unsupported sleepers”. Under high-speed operation, frost heave length shorter than 8 m with amplitudes up to 30 mm significantly elevate vertical wheel-rail forces and vehicle body accelerations, thereby presenting serious risks to operational safety.]]></description>
      <pubDate>Wed, 13 May 2026 09:33:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670646</guid>
    </item>
    <item>
      <title>Comparative evaluation of high-RAP bituminous and granular sub-ballast mixtures for railway infrastructure</title>
      <link>https://trid.trb.org/View/2655883</link>
      <description><![CDATA[This research presents an experimental evaluation of diverse bituminous materials for high-performance sub-ballast in railway tracks, produced through various manufacturing technologies including hot, warm, and cold mix asphalt, focusing on mixtures with 100% reclaimed asphalt pavement (RAP). The research addresses a strategic line toward more sustainable materials for railway tracks, while covering key gaps in understanding the mechanical and vibrational behavior of bituminous sub-ballast specifically used in railway applications. A comprehensive testing program was designed to evaluate crucial characteristics of these materials validating their functionality and suitability, like indirect tensile strength and stiffness, permanent deformation, vibration-damping capacity, permeability, and bearing capacity. Among the findings, RAP-based hot and warm mix asphalt (HMA-R and WMA-R) showed superior mechanical performance, with increases of up to 73% in strength and 84% in stiffness compared to conventional HMA. However, HMA-R exhibited increased brittleness due to excessive stiffening. In contrast, the temperature reduction in WMA-R helped restore mixture ductility and toughness, offering a more balanced behavior despite its high RAP content. In terms of vibration mitigation, WMA-R achieved a 31% reduction in acceleration and maintained a damping performance comparable to conventional granular references. Bituminous RAP mixtures also exhibited appropriate subgrade protection, with up to 70% lower infiltration rates, water sensitivity ratios exceeding 90%, and excellent bearing capacity. To facilitate performance comparison, a multi-criteria framework was developed, integrating weighted improvement indicators across four behavioral categories. WMA-R emerged as the most technically balanced solution, offering a favorable compromise between structural performance and vibration control for modern, sustainable railway infrastructures.]]></description>
      <pubDate>Tue, 21 Apr 2026 14:30:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655883</guid>
    </item>
    <item>
      <title>Multi-objective Optimization of Railway Transition Zones with Machine Learning: Application to Prefabricated Epoxy Asphalt Cured Track Bed</title>
      <link>https://trid.trb.org/View/2647510</link>
      <description><![CDATA[Transition zones in high-speed railways suffer from abrupt stiffness variations that induce irregular dynamic responses and accelerate infrastructure deterioration. This study presents a surrogate-assisted multi-objective optimization framework that combines finite element (FE) simulations, a neural network-based surrogate model, and the NSGA-II algorithm to address this challenge. A validated 3D FE model of prefabricated epoxy asphalt cured track beds (PEACT) was used to generate 341 layout scenarios covering 13 response parameters. These data were used to train a neural network, which served as a static surrogate predictor for evaluating layout performance during the optimization process. The results show that module layout has a limited effect on peak responses but significantly improves smoothness, with three categories of optimal configurations identified. Compared with direct FE-based optimization, the proposed framework achieves substantial computational efficiency and provides data-driven design guidance for PEACT transition zones. This framework exemplifies the potential of hybrid data–simulation approaches to enhance adaptive and efficient railway infrastructure design.]]></description>
      <pubDate>Tue, 24 Mar 2026 09:09:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647510</guid>
    </item>
    <item>
      <title>Effect of tamping on mechanical response in sandy ballast bed based on microscopic sand profile reconstruction and DEM</title>
      <link>https://trid.trb.org/View/2618070</link>
      <description><![CDATA[Tamping operations are a critical method for improving the geometric alignment and ballast bed elasticity of ballasted track in sandy and windy regions. To enhance the understanding of the tamping mechanism in sandy railway lines and improve maintenance efficiency, this study first employed a portable microscope to rapidly capture the irregular projected contours of sand particles. Utilizing planar reconstruction and spatial fusion methods, a three-dimensional polyhedral profile of the sand particles is constructed, and an irregular sand particle model is established using sphere-cluster elements. Then, based on the actual gradation of sand particles, a multi-scale coupled model of the tamping machine and sandy ballast bed is developed using the Discrete Element Method (DEM), accurately replicating the tamping process for ballast beds with varying sand content. Finally, the variations in the tamping pick force, ballast and sleeper mechanical states during the tamping process under varying sand content conditions are comprehensively analyzed. The research results indicated that when the sand content in the ballast bed exceeds 50%, the maximum penetration force of the tamping pick exceeds the output force of the tamping unit, the distribution area of high stress on the pick plate expands, and the probability of wear increases, making tamping operations inadvisable. With increasing sand content, the ballast stress beneath the sleeper gradually decreases during tamping, restricting the movement of ballast particles and reducing ballast compactness beneath the sleeper after tamping. Higher sand content leads to lower maximum stress on the sleeper and a decreased likelihood of sleeper damage during tamping operations, but tamping effectiveness is significantly diminished. The findings of this study provide a basis for determining optimal timing and developing plans for tamping operations in sandy railway lines.]]></description>
      <pubDate>Mon, 29 Dec 2025 09:34:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618070</guid>
    </item>
    <item>
      <title>Laboratory investigation and modelling of alternative materials for sub-ballast and formation rehabilitation in a heavy haul railway line</title>
      <link>https://trid.trb.org/View/2618118</link>
      <description><![CDATA[The sub-ballast layer plays a key role in railway track performance, especially under heavy haul conditions such those of the Carajás Railway (EFC) – Brazil, where axle loads are expected to increase to 40 t/axle – a level achieved by few railways globally. Reusing ballast undercutting waste and soils is also critical, given the large volumes generated and the need for proper disposal when reuse is not feasible, in compliance with environmental regulations. This study explores the potential reuse of ballast undercutting waste and soils from the railway track region in sub-ballast applications for heavy-haul railway infrastructure. The goal is to define performance requirements for these alternative sub-ballast materials such as fine silty-sand and lateritic gravelly-sandy soils when compacted using the Rail-mounted Formation Rehabilitation Machine (RFRM) system, which performs multiple rehabilitation functions to meet design standards based on geotechnical parameters. The study includes laboratory testing and numerical modelling to support decision-making regarding the implementation of a RFRM system. Laboratory tests include physical, strength, deformability, compaction, and mechanical behaviour evaluations, some using a developed compaction quality evaluation box-test equipment. Numerical models, calibrated with experimental data, simulate various load, material, and moisture conditions under EFC-specific configurations. The findings concluded that RFRM compaction alone is insufficient for structural performance under 40 t/axle loads unless the formation soil is adequately improved and the previous conditions is guaranteed. The study showed that only lateritic gravelly-sandy soils with suitable geotechnical properties and recycled fouled ballast waste (RFBW) are compatible with RFRM compaction under 40 t/axle loads if treated with cement due to their favorable mineralogy which improved compaction and strength. The study supports the technical and environmental feasibility of reusing fouling ballast waste in sub-ballast layers and offers practical guidance for designing track rehabilitation solutions in heavy-haul contexts. It is recommended that different vibratory plate compaction configurations be analyzed further as well as the resilient and long-term behavior of the investigated materials.]]></description>
      <pubDate>Mon, 29 Dec 2025 09:34:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618118</guid>
    </item>
    <item>
      <title>Innovative Design of Rail Tracks Involving Recycled Rubber and Mining Waste</title>
      <link>https://trid.trb.org/View/2526348</link>
      <description><![CDATA[This paper introduces a novel synthetic energy absorbing layer (SEAL) for railway sub-ballast by employing recycled materials including granular mining by-products and rubber crumbs. The energy absorbing concept of including SEAL in the railway was elaborated firstly based on comprehensive small-scale laboratory test results and then followed by the validation of this concept adopting large-scale track process simulation tests on track samples incorporating SEAL. The test results further proved that the increased energy absorbing property in the sub-ballast layer by using SEAL with a proper rubber content (10% by mass) will benefit the rail track with reduced ballast breakage, lateral movement, and load propagation to the underlying layer while maintaining an acceptable level of vertical deformation compared to the rail tracks with traditional materials.]]></description>
      <pubDate>Tue, 22 Jul 2025 17:07:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2526348</guid>
    </item>
    <item>
      <title>Electric arc furnace slag – A prospective alternative for railway sub-ballast layer</title>
      <link>https://trid.trb.org/View/2556190</link>
      <description><![CDATA[Expanding the rail network to meet growing passenger and freight demands poses economic and environmental challenges for conventional materials, such as crushed granite and basalt. As a result, there is a pressing need for innovative and sustainable materials for ballast and sub-ballast layers of the track substructure. This research proposes an Electric Arc Furnace slag (EAFS) as a substitute for the sub-ballast layer. With the help of a series of tests, including large-scale direct shear tests, single particle crushing tests, abrasion tests and impact tests, this study evaluates and compares the physical and mechanical performance of EAFS with crushed granite, the conventional sub-ballast material. In addition, the chemical and leaching behaviour of the EAFS is determined. The findings indicate that the physical properties of EAFS meet the established requirements and demonstrate superior resistance to crushing, impact, and abrasion compared to crushed granite. The shear performance showed an increase of 15 % - 22 % in shear stress with a 12 % - 26 % decrease in final vertical deformation during shearing, compared to crushed granite under different normal stresses. The heavy metal leaching behaviour, assessed using Toxicity Characteristic Leaching Procedure testing, reveals that the EAFS conforms with environmental regulations, confirming its safe utilisation as a sub-ballast material in railway applications. For a set of input parameters considered, a 20 % increase in the overall bearing capacity of the granular layer is observed with EAFS sub-ballast when compared to conventional crushed granite sub-ballast.]]></description>
      <pubDate>Fri, 20 Jun 2025 11:58:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556190</guid>
    </item>
    <item>
      <title>Evaluation of long term performance of asphalt concrete track under train speeds and temperatures in service line</title>
      <link>https://trid.trb.org/View/2518615</link>
      <description><![CDATA[Asphalt concrete (AC) tracks are known to reduce maintenance costs and efforts by improving bearing capacity, enhancing the stability and durability of track structures, and reducing vibration and noise. In addition, train operation can be started quickly after asphalt paving is completed, and the track can be quickly restored in the event of major deformation due to derailment, etc., and it is a recyclable material. But one of the most important environmental factors affecting the mechanical properties of asphalt mixtures is temperature, that is, temperature distribution and environmental conditions of asphalt concrete track have influence on the performance. Therefore, in order to verify the temperature effect on asphalt concrete tracks, the pressure acting on the upper surface of the subballast layer and the strain of the lower surface of the asphalt layer were measured during one year of train operation. In this study, the load distribution characteristics, plastic deformation and crack resistance according to temperature, and theoretical and analytical analyses based on domestic and international design standards were conducted for the structure of asphalt concrete track, specifically the asphalt concrete layer and subballast layer. AC tracks are affected by temperature as in previous literature, and show larger values compared to the values of Fixed point load tests, but the pressure of the subballast layer directly underneath the rail is 46.68 kPa to 54.81 kPa, which is within the allowable subballast pressure (133 kPa), and the asphalt layer strain rate also shows a low value of 17.19–21.58με. Through this research, it was confirmed that asphalt concrete track meets the design standards and possesses excellent load distribution characteristics, plasticity, and crack resistance. In addition, numerical simulations were conducted to analyze the influence of train speed, and the results showed that asphalt concrete tracks can ensure safety in terms of support even when a train runs at 350 km/h.]]></description>
      <pubDate>Thu, 10 Apr 2025 09:21:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2518615</guid>
    </item>
    <item>
      <title>Roles and functions of asphalt sub-ballast in the modern maintenance of the European railways</title>
      <link>https://trid.trb.org/View/2496657</link>
      <description><![CDATA[The railway network is increasingly becoming central to the socio-economic development and the decarbonisation of transport, supporting its growth in compliance with the emission reduction targets set by the 2050 European Green Deal. Thus, several programmes for the major network renewals and the construction of safe, resilient and efficient high-speed lines have been implemented. In this scenario, some construction solutions have been introduced to enhance the durability and functionality of the railway infrastructure, particularly for the ballasted track one. Among these design techniques, the asphalt or bituminous sub-ballast has emerged as a proven technology capable of improving the railway performance and durability. Derived from the road construction approach, asphalt sub-ballast has been used in the European high-speed and high-capacity lines since the 1970s, providing both structural and functional benefits. This article offers a critical review of the current knowledge on the asphalt sub-ballast applications, highlighting its technical characteristics and long-term performances. Functional, structural and economic advantages have been assessed and analysed based on laboratory scale and on-field experiences. Experimental data indeed confirm the effectiveness of asphalt sub-ballast in improving the track stability and load distribution, in providing better water drainage and in reducing fatigue induced phenomena. These enhanced properties lead to lower maintenance costs and operations, particularly those related to ballast tamping, as well as to an extended service life of the whole infrastructure. From the circular economy perspective, the re-use or recycle of wastes and by-products in these mixes amplifies the cost-benefit ratio, also improving their sustainability.]]></description>
      <pubDate>Wed, 19 Mar 2025 09:16:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2496657</guid>
    </item>
    <item>
      <title>Laboratory model test of contact erosion in railway substructure</title>
      <link>https://trid.trb.org/View/2495319</link>
      <description><![CDATA[The underestimated risk of contact erosion failure in railway substructures poses a significant threat to railway safety, particularly at the interface between the ballast/subballast and subgrade. The larger constriction size at this interface exacerbates the potential for long-term erosion, necessitating attention to safeguard railway integrity. This study introduces a novel laboratory erosion testing apparatus to evaluate contact erosion at the subballast-subgrade interface under cyclic loading. Subgrade soils with varying fines contents are tested, and the effect of pressure head on erosion is investigated in detail. The results indicate that sandy soil with higher internal stability exhibits a higher critical pressure head for contact erosion. Cyclic loading induces oscillations in pore water pressure within the subballast layer, with higher pressure heads leading to larger amplitudes. Excess pore water pressure is generated in the sandy soil layer during cyclic loading and gradually dissipates over time. Fine eroded particles migrate into the subballast layer, forming mud, while coarse eroded particles accumulate at the base, creating low-permeability interlayers. Notably, the geometric conditions alone may not guarantee effective prevention of contact erosion in railway substructures. The hydraulic conditions for contact erosion are more easily achieved under cyclic loading compared to static loading. These distinctive features of contact erosion in railway substructures, different from those observed in hydraulic structures, provide some insights for the development of remediation strategies and improvements in railway substructure design.]]></description>
      <pubDate>Fri, 07 Mar 2025 15:06:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2495319</guid>
    </item>
    <item>
      <title>Performance of Tire Cell Foundation as a Subballast Capping Layer under Cyclic Train Loading</title>
      <link>https://trid.trb.org/View/2442113</link>
      <description><![CDATA[This paper presents laboratory and field test results on the use of tire cell track foundation (TCTF) consisting of an assembly of infilled rubber tires to reinforce capping material below the ballast layer. Large-scale cubical triaxial tests were carried out with two different infill materials (crushed basalt rockfill and recycled spent ballast) and they were subjected to varying cyclic loading magnitudes and frequencies. A multistage cyclic loading was performed with and without the inclusion of tire cell reinforcement, whereby the cyclic loading was applied in four different stages with 25,000 loading cycles in each stage. In the first two stages, the frequency was increased from 10 to 15 Hz for an equivalent axle load of 25 t. For the third stage, the axle loading was increased to 35 t with a frequency of 10 Hz, which was then increased to 15 Hz in the final stage. The results showed that the TCTF could reduce the vertical stress transmitted to the subgrade layer as well as curtail the vertical and lateral displacement of the ballast layer. The TCTF further stabilized the track without any significant reduction of the resilient modulus of the overlying ballast as the loading and frequency increased. Compared to a traditional track, the TCTF showed a reduction of 40.1% and 28.3% in the breakage index for the crushed latite basalt and spent ballast (i.e., recycled from ballast tips) infilling the tire cells, respectively. Test results confirm that the TCTF can significantly improve the overall track performance, and this could be mainly attributed to the increased confining pressure provided by the tire cell assembly, as well as the enhanced damping properties of the rubber tire inclusions. In addition, the concept of TCTF was tested using a fully instrumented track (20 m long) subjected to the passage of a 22-t locomotive with two fully loaded carriages. The trial section was constructed within a maintenance yard for heavy haul rolling stock located in a western suburb of Sydney, Australia. Field measurements revealed that, compared to the standard track, the TCTF significantly reduces stress transfer to the subgrade soil. This ultimately mitigates excessive deformation and subgrade failure, making TCTF a sustainable solution for soft and weak subgrade soils despite initial settlement.]]></description>
      <pubDate>Wed, 27 Nov 2024 13:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2442113</guid>
    </item>
    <item>
      <title>Track substructure performance monitoring using data collected from smartgrid</title>
      <link>https://trid.trb.org/View/2446247</link>
      <description><![CDATA[The structural soundness of a conventional track is often assessed by a single parameter called “track modulus.” Track modulus is a measure of the vertical deflection of the track’s components beneath the rail. However, defining the track substructure’s condition based only on track modulus can be misleading, as combinations of different ballast and subgrade conditions might yield the same “track modulus” measurement. For railroaders to be able to make an informed decision on the right maintenance strategy when a low track modulus is present, identification of the defective component between ballast or soil is critical. The railroad industry, therefore, needs an inspection technique that independently highlights the condition of the ballast and the subgrade. Addressing this challenge, the authors' research has devised a system that helps identify the ballast and subgrade condition without disrupting normal train operations. The proposed system is a significant advancement over conventionally employed inspection methods. This new system, called the Smartgrid, uses sensors and strain gauges embedded in a geogrid sheet placed in the ballast-subgrade interface to record data on the stress-strain relationship at this plane. This data is then analyzed using supervised machine-learning techniques such as Logistic Regression and the Support Vector Machine. The ultimate objective of the proposed Smartgrid system is to arm the railroader with the right information on the condition of the two major components of the substructure and facilitate efficient maintenance. The Smartgrid, which has been tested under various conditions, promises a substantial improvement in inspection of the rail substructure.]]></description>
      <pubDate>Thu, 21 Nov 2024 09:26:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2446247</guid>
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