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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>Formation mechanism of rail corrugation on the metro small radius curve based on the viewpoint of stick-slip torsional vibration</title>
      <link>https://trid.trb.org/View/2150822</link>
      <description><![CDATA[The field investigation show that the inner rail surface has serious corrugation, side corrugation exists on the outer rail, and the degree is relatively slight. By using vehicle-track coupling model and multi-wheelset-track finite element model, the relationship between wheel-rail stick-slip torsional vibration and rail corrugation was analyzed, and the formation mechanism of wheel-rail stick-slip torsional vibration was further explored. The results show that the inner wheel-inner rail lateral stick slip torsional vibration of the guiding wheelset promotes the formation of the inner rail corrugation, and the state of track superelevation affects the formation mechanism of wheel-rail stick-slip torsional vibration.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150822</guid>
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    <item>
      <title>Effect of the fluid on rolling contact fatigue cracks propagation under wheel-rail contact</title>
      <link>https://trid.trb.org/View/2150821</link>
      <description><![CDATA[In this paper, the coupled Euler-Lagrange method is used to establish a fluid-solid coupling sub-model of liquid-crack interaction, and peridynamics is used to establish a fatigue crack extension sub-model to analyze the effect of liquid viscosity on the crack extension characteristics. The results show that the expansion rate with liquid in the crack increases and then decreases with the increase of the traffic gross tonnage, which is 1.6 times higher in the case of water in the crack and 2.9 times higher in the case of grease than in the dry friction condition.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150821</guid>
    </item>
    <item>
      <title>Fine grained image classification and identification for rail surface defects</title>
      <link>https://trid.trb.org/View/2150820</link>
      <description><![CDATA[A fine-grained rail surface defects classification and identification method was presented. First, the object detection dataset was established, namely Rail Defect – 1094 Dataset, which included several kinds of rail surface objects from small to large at different growth phase. Then, a benchmark model for training object detection algorithm was obtained based on YOLOV5 which can identify each kind of rail surface defects after learning. With visual measurement and image analysis, the rail surface situation with the size, number, distribution and other quantitative evaluation of the surface defects at different degree can be achieved. Multi-scale defects analysis and map visualization was realized for classification and identification of the rail surface defects.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150820</guid>
    </item>
    <item>
      <title>Three-dimensional elastic–plastic stress analysis of wheel–rail cyclic rolling contact using finite element method</title>
      <link>https://trid.trb.org/View/2150819</link>
      <description><![CDATA[A finite element (FE) model including an improved cyclic plasticity constitutive was developed to study the three-dimensional (3D) elastic–plastic stress of the wheel–rail repeated rolling contact (RRC). The results of RRC and repeated moving pressure (RMP) under a partial slip condition were compared to discern the differences in predictions. The results of the RRC predictions revealed an asymptotic nature of the development of the residual stresses and accumulated plastic strain. The elastic–plastic stress and ratchetting prediction in RMP are relatively conservative.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150819</guid>
    </item>
    <item>
      <title>Influence of unilateral low adhesion on transient wheel-rail rolling contact and wheel damages</title>
      <link>https://trid.trb.org/View/2150818</link>
      <description><![CDATA[A time-domain finite element model is developed to study the transient rolling contact of a driving wheelset over a curved track with Low Adhesion Zones (LAZs) shorter than 1.0 m. LAZs on one rail, i.e., unilateral LAZs occurring more likely, is treated for a speed up to 500 km/h. Structural vibrations of wheelset are analyzed to explain the transient contact forces, creepages and the resulting irregular wear. LAZs on high rails are found more detrimental than those on low rails. The results explain the occurrence of flats and rolling contact fatigue in bad weather, although significant wheel idling is absent.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150818</guid>
    </item>
    <item>
      <title>Effects of rail decarburized layer to the development of rail corrugation in high-speed railway</title>
      <link>https://trid.trb.org/View/2150817</link>
      <description><![CDATA[To solve the problem that the existing theoretical model of corrugation development cannot consider the non-uniform of material properties, a two dimensional wheel-rail rolling contact theoretical model and wear model that can consider non-uniform of material properties are proposed in this paper. The impact mechanisms of rail decarburized on corrugation development are researched, by coupling the above models, a vehicle-track dynamic model and Nano indentation tests. Results show that decarburized layer decreases the elastic modulus and hardness of surface material. The decreases of hardness accelerates the development rate of corrugation, and the elastic modulus has some effect on depth of corrugation.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150817</guid>
    </item>
    <item>
      <title>Experimental study of short pitch corrugation using a vehicle-track interaction test rig</title>
      <link>https://trid.trb.org/View/2150816</link>
      <description><![CDATA[This paper aims at identifying the development mechanism of short pitch corrugation using an innovative downscale V-Track test rig. The loading conditions of the V-Track are designed to simulate the wheel-rail interactions on tangent tracks. Short pitch corrugation is successfully reproduced with a characteristic wavelength of about 6 mm, equivalent to the field corrugation wavelength of 30 mm. Corrugation consistently grows at a fixed location with the continuous accumulation of differential wear. The measured wheel-rail dynamic contact forces and track dynamic behaviors in three directions are used to identify the corrugation formation mechanism.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150816</guid>
    </item>
    <item>
      <title>Modelling adhesion enhancement in wheel-rail contact triggered by sand particles</title>
      <link>https://trid.trb.org/View/2150815</link>
      <description><![CDATA[Sanding is widely used in train operation to enhance the adhesion level in both braking and acceleration conditions. By employing cohesive interface elements (CIEs), a finite element method (FEM) is developed in this study to explore the adhesion enhancement triggered by sand particles. A wheel-rail model is developed and four different particle sizes are selected to observe the influence of fracture behaviour on the traction before and after the particle breakage. The coefficient of traction from the simulations are calculated and analysed. The results indicate that the adhesion enhancement is not affected by particle size, but the amount of fragments generated and the coefficient of traction is induced by wheel rolling on particle fragments.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150815</guid>
    </item>
    <item>
      <title>Study on the prediction of rolling contact crack initiation of rail material with surface defect</title>
      <link>https://trid.trb.org/View/2150814</link>
      <description><![CDATA[The prediction of wheel-rail rolling contact fatigue (RCF) crack initiations is a critical task in rail operation, especially when material surface defects are presented at the wheel-rail interface. A finite element simulation model for wheel and rail with defects was developed in this study. A new crack initiation prediction procedure was proposed. After comparing the experimental and calculation results, an optimal crack initiation criterion was determined. The RCF crack initiation life was longer at the leading edge of the defect than that at the trailing edge. Also, the crack initiation life decreased with the increase of defect depths.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150814</guid>
    </item>
    <item>
      <title>Influence of high frequency vibrations on the wheel-rail creep curve at high speeds</title>
      <link>https://trid.trb.org/View/2150813</link>
      <description><![CDATA[An explicit finite element model is developed to simulate the quasi-steady and transient wheel-rail rolling contact over tangent and curved tracks at a speed up to 400 km/h, and derive the creep curves. For transient curves, short irregularities with a wavelength range of 10 ~ 1000 mm are applied on one rail, i.e., unilateral corrugation is simulated. The quasi-steady creep curve is first validated against those from traditional theories implied the steady rolling assumption. Then, the transient creep curves, being significantly different from the quasi-steady ones, are studied in terms of variations, and their traction, speed and wavelength dependence.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150813</guid>
    </item>
    <item>
      <title>Small-scale testing of rail laser cladding longevity, parameter tolerance and in-situ repairs in preparation for field implementation</title>
      <link>https://trid.trb.org/View/2150812</link>
      <description><![CDATA[The process of laser clad coating for extending the life of rail is at a stage of development in the UK where field tests can be implemented. To ensure such testing is of optimal value and safety, a series of small scale tests were performed; i) Longevity of laser clad coatings in service, ii) Tolerance of cladding parameters and iii) Laser clad coating as an in-situ repair. From this work it was found that when cladding parameters are optimised laser clad coatings are shown to have a lifespan of over 400,000 cycles (compared to 15,000 to 30,000 for unclad R260 rail). Poor selection of cladding parameters can lead to flaws in the clad layer, but these were not propagated into substrate rail steel in these tests. Successful laser clad repairs are possible, but are dependent on selecting a clad material with homogeneous plastic strain accumulation rate.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150812</guid>
    </item>
    <item>
      <title>Causes and evolution of asymmetric polygonal wear of metro train wheelset</title>
      <link>https://trid.trb.org/View/2150811</link>
      <description><![CDATA[Wheel roughness of one metro line indicates that the wheel polygonal wear (WPW) on both sides of the wheelset is asymmetrical. Wheel polygons of the left and right wheels present 12th–13th -order, but with large difference in roughness levels. A long-term wear model is established to study the causes of asymmetrical WPW (AWPW). The results of experiments and simulations show that the natural asymmetric vibration mode in the wheelset–track system with 83 Hz is the primary mechanism of WPW, and the difference between the lengths of the left and  right small radius curved tracks is the cause of AWPW.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150811</guid>
    </item>
    <item>
      <title>A novel dynamic friction testing technology and its application on materials wear</title>
      <link>https://trid.trb.org/View/2150810</link>
      <description><![CDATA[A novel dynamic friction apparatus is designed based on split Hopkinson tensile bar technique, and the attached fixture system is elaborately designed to apply and monitor the normal pressure on friction pairs. The dynamic friction characteristics are easily designed and achieved with the efficient guidance of the one dimensional stress wave theory. Its capacity is analyzed and verified by performing dynamic friction loading on Ti6Al4V alloy and high manganese steel. Their dependence of friction coefficients is found on the normal pressure, sliding velocity and surface roughness. Potential mechanisms are proposed and confirmed by microscopic indications of the sample remains.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150810</guid>
    </item>
    <item>
      <title>Mechanism and countermeasure research on hunting instability of high speed emu running cross line</title>
      <link>https://trid.trb.org/View/2150809</link>
      <description><![CDATA[After 250km/h EMU running crossed from line B to line A, the hunting instability phenomenon occurred. The research shows that the difference of rail profile between the two lines leads to the increase of equivalent conicity when the vehicle running on line A, and resulting in hunting instability of the vehicle. The simulation shows that the hunting stability of vehicles will be improved after changing the rail cant of line A. Therefore, it is suggested to take the profile after changing the rail cant as the grinding target profile of line A to improve the vehicle hunting stability.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150809</guid>
    </item>
    <item>
      <title>Effect of rail side wear on random wheel-rail contact and vehicle-track dynamic interaction in the switch panel based on the probability density evolution method</title>
      <link>https://trid.trb.org/View/2150808</link>
      <description><![CDATA[Turnout plays a crucial role in railway transportation for enabling over-line train operation. It is one of the three fragile parts in railway track that suffers from multiple rail defects or damages. Rail wear in the switch panel prevails among turnout failures, posing a threat to riding safety, stability and comfort. In particular, side wear of switch rail could stimulate intense train transverse sway and aggravate severe rail wear or damage such as the rail squeezing out of edge in turn. The resultant maintenance surges and temporary speed restriction lays a heavy burden on railway transportation efficiency. There is no doubt that rail wear issues have drawn much attention and great progress have been made in the present researches. However, most simulations were confined to rail wear prediction via numerical procedure of wear accumulation calculation like one based on the Archard wear law. Tracking and monitoring of real rail wear state are almost rare and affecting mechanism of its evolution on wheel-rail contact during wheel transition in switch panel is  correspondingly vague. On the other hand, wear measurement is finite due to labor cost and period limitation, while real rail wear is time variant so that infinite states emerge with its evolution. As a result, random modeling and mathematical statistic are of great significance for facilitation of accuracy and practical application, while the vehicle-switch panel coupling system with random excitations or parameters like aforementioned random rail defects has not been established systematically. Given above situations, this work proposes a stochastic dynamic vehicle-switch panel coupling model based on the probability density evolution theory. The model consists of simulation of stochastic side wear evolution of switch rail, resultant wheel-rail random contact relationship determination, corresponding regulation of random dynamic interactions and reliability analysis of vehicle safety. The accuracy and practicality of simulation results in proposed model are enhanced, and stochasticity study is fully introduced into the wheel-rail contact analysis in which the previous traditional one almost has no precedent.]]></description>
      <pubDate>Mon, 10 Apr 2023 16:54:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2150808</guid>
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