Pub Date : 2026-01-20DOI: 10.1016/j.trgeo.2026.101908
Bo Liu , Xueqiang Gong , Yonghao Zhou , Xiewen Hu , Kun He , Jian Cui
Debris flow susceptibility assessment is critical for mitigating risks to large-scale infrastructure, yet existing models often lack dynamic capability by relying solely on static environmental factors. This study identified six environmental factors most closely related to debris flows from 20 static factors, establishing a catchment intrinsic indicator (CII) to reflect debris flow propensity. By integrating CII with hourly rainfall intensity (I60min), we developed a dynamic debris flow susceptibility model—the CII-I model. To demonstrate its applicability, the five rainfall scenarios corresponding to different return periods presented serve as applications. Results indicate that the CII-I model achieves an AUC of 0.926, outperforming Random Forest (RF, AUC = 0.861) and Support Vector Machine (SVM, AUC = 0.866). The high-susceptibility catchments are mainly concentrated in the K45–K65 section of the Fengsha railway (FSR), and all catchments are highly susceptible under the 100-year return period rainfall scenario, consistent with post-event field investigations. Overall, the CII-I model provides improved predictive performance and applicability, establishing a dynamic framework for susceptibility zoning under real rainfall events.
泥石流易感性评估对于降低大型基础设施的风险至关重要，但现有模型往往仅依赖静态环境因素，缺乏动态能力。本研究从20个静态因素中识别出与泥石流关系最密切的6个环境因素，建立了反映泥石流倾向性的流域内在指标（CII）。通过将CII与逐时降雨强度（I60min）相结合，建立了动态泥石流易感性模型——CII- i模型。为了证明其适用性，本文给出了对应于不同回归期的五种降雨情景作为应用。结果表明，ci - i - i模型的AUC为0.926，优于随机森林（RF, AUC = 0.861）和支持向量机（SVM, AUC = 0.866）。高易感流域主要集中在丰沙铁路k45 ~ k65段，在100年回归期降雨情景下，所有流域都是高易感流域，与事件发生后的野外调查结果一致。总体而言，ci - i - i模型提供了更好的预测性能和适用性，建立了真实降雨事件下敏感性分区的动态框架。
{"title":"Dynamic approach-based assessment of debris flow susceptibility in the mountainous area of North China","authors":"Bo Liu , Xueqiang Gong , Yonghao Zhou , Xiewen Hu , Kun He , Jian Cui","doi":"10.1016/j.trgeo.2026.101908","DOIUrl":"10.1016/j.trgeo.2026.101908","url":null,"abstract":"<div><div>Debris flow susceptibility assessment is critical for mitigating risks to large-scale infrastructure, yet existing models often lack dynamic capability by relying solely on static environmental factors. This study identified six environmental factors most closely related to debris flows from 20 static factors, establishing a catchment intrinsic indicator (CII) to reflect debris flow propensity. By integrating CII with hourly rainfall intensity (I<sub>60min</sub>), we developed a dynamic debris flow susceptibility model—the CII-I model. To demonstrate its applicability, the five rainfall scenarios corresponding to different return periods presented serve as applications. Results indicate that the CII-I model achieves an AUC of 0.926, outperforming Random Forest (RF, AUC = 0.861) and Support Vector Machine (SVM, AUC = 0.866). The high-susceptibility catchments are mainly concentrated in the K45–K65 section of the Fengsha railway (FSR), and all catchments are highly susceptible under the 100-year return period rainfall scenario, consistent with post-event field investigations. Overall, the CII-I model provides improved predictive performance and applicability, establishing a dynamic framework for susceptibility zoning under real rainfall events.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101908"},"PeriodicalIF":5.5,"publicationDate":"2026-01-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146039520","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-19DOI: 10.1016/j.trgeo.2026.101903
O. Guerrero-Bustamante , A. Guillen , F. Moreno-Navarro , M.C. Rubio-Gámez , M. Sol-Sánchez
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.
{"title":"Comparative evaluation of high-RAP bituminous and granular sub-ballast mixtures for railway infrastructure","authors":"O. Guerrero-Bustamante , A. Guillen , F. Moreno-Navarro , M.C. Rubio-Gámez , M. Sol-Sánchez","doi":"10.1016/j.trgeo.2026.101903","DOIUrl":"10.1016/j.trgeo.2026.101903","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101903"},"PeriodicalIF":5.5,"publicationDate":"2026-01-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145996325","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-19DOI: 10.1016/j.trgeo.2026.101906
Junchen Zhang , Liufeng Su , Wang Wu , Yanliang Du , Qixiang Yan , Yu Zhao
The performance status of circular Tunnel Boring Machine tunnels predominantly relies on qualitative evaluations using limited indicators, which fail to fully utilize high-volume field data from modern detection technologies, resulting in suboptimal specificity and reliability of the analysis outcomes. This study proposed a new assessment method for safety status of circular tunnels considering the integration of analytical models with displacement data. The assessment method fully considered the multisource data including the geological information, tunnel dimensions, actual lining displacements, lining reinforcement, and nonlinear constitutive relationships of the lining materials. The internal forces and stresses of the circular tunnel were calculated by the analytical models. Numerical modeling validation confirmed the model’s reliability. The applicable scope of the assessment method was clarified through the parameter sensitivity analyses. A safety evaluation index and its classification derived from the assessment method were subsequently established. The research findings reveal that the correlation coefficients (between test values and analytical values) of lining displacement, bending moment and axial force are more than 98 %, 97 % and 86 % respectively under the shallow and deep buried tunnel scenarios, which verified the reliability of the integration between analytical models and displacement data. The mechanical behaviors of a circular tunnel are influenced by factors such as the geological types, tunnel dimensions, lining displacements, lining reinforcement and lining material types. The ratio of lining stress to its yield strength (stress-strength ratio) ultimately determines the safety of the tunnel. It is worth mentioning that the safety state of the lining ring cannot be identified separately by the ovality of displacement, which should be determined jointly by the major and minor axes of the elliptical deformation. According to parameter sensitivity analysis, the order of sensitivity influence on the stress-strength ratio is: structural displacement > lining thickness > tunnel diameter > lining strength > soil lateral pressure coefficients. The assessment method synergizes with detection technology advancements, which provides theoretical foundations for predicting the mechanical performance of service tunnels.
{"title":"A new assessment method for safety status of circular tunnels considering the integration of analytical models with displacement data","authors":"Junchen Zhang , Liufeng Su , Wang Wu , Yanliang Du , Qixiang Yan , Yu Zhao","doi":"10.1016/j.trgeo.2026.101906","DOIUrl":"10.1016/j.trgeo.2026.101906","url":null,"abstract":"<div><div>The performance status of circular Tunnel Boring Machine tunnels predominantly relies on qualitative evaluations using limited indicators, which fail to fully utilize high-volume field data from modern detection technologies, resulting in suboptimal specificity and reliability of the analysis outcomes. This study proposed a new assessment method for safety status of circular tunnels considering the integration of analytical models with displacement data. The assessment method fully considered the multisource data including the geological information, tunnel dimensions, actual lining displacements, lining reinforcement, and nonlinear constitutive relationships of the lining materials. The internal forces and stresses of the circular tunnel were calculated by the analytical models. Numerical modeling validation confirmed the model’s reliability. The applicable scope of the assessment method was clarified through the parameter sensitivity analyses. A safety evaluation index and its classification derived from the assessment method were subsequently established. The research findings reveal that the correlation coefficients (between test values and analytical values) of lining displacement, bending moment and axial force are more than 98 %, 97 % and 86 % respectively under the shallow and deep buried tunnel scenarios, which verified the reliability of the integration between analytical models and displacement data. The mechanical behaviors of a circular tunnel are influenced by factors such as the geological types, tunnel dimensions, lining displacements, lining reinforcement and lining material types. The ratio of lining stress to its yield strength (stress-strength ratio) ultimately determines the safety of the tunnel. It is worth mentioning that the safety state of the lining ring cannot be identified separately by the ovality of displacement, which should be determined jointly by the major and minor axes of the elliptical deformation. According to parameter sensitivity analysis, the order of sensitivity influence on the stress-strength ratio is: structural displacement > lining thickness > tunnel diameter > lining strength > soil lateral pressure coefficients. The assessment method synergizes with detection technology advancements, which provides theoretical foundations for predicting the mechanical performance of service tunnels.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101906"},"PeriodicalIF":5.5,"publicationDate":"2026-01-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146039521","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-11DOI: 10.1016/j.trgeo.2026.101902
Min Wang , Kaiyi Li , Jie Wang , Zhuowei Li , Hui Lv , Lulu Hu
Epoxy chip seal as an effective means to improve the anti-skid performance of concrete pavements is increasingly widely used, its skid resistance is significantly affected by its surface texture, but its skid resistance performance and durability analysis method is single. To address the these issues, a high toughness modified epoxy resin chip seal structure was developed to carry out indoor accelerated abrasion test, selecting the material bearing area curve and three-dimensional power spectrum function to study the surface texture structure and decay law of the epoxy chip seal specimen with different abrasion time, analyze the relationship between the three-dimensional surface roughness power spectrum function and the coefficient of friction, and study the effect of the different contact area ratios and wavelengths on the dynamic friction. The results show that in the abrasion process, the degree of abrasion at the top of the aggregate is larger than that at the bottom, and the influence of the surface micro-texture structure on the coefficient of kinetic friction is larger than that of the macro texture, the effective contact area of epoxy chip seal specimens with two aggregate sizes of 2–3 mm and 3–5 mm are 30∼40 % and 20∼40 % respectively, and the corresponding optimal wavelengths are 0.2 mm–5.04 mm, 0.3 mm–5.04 mm, at the same time, the correlation coefficient of the dynamic friction coefficient model based on the surface roughness power spectrum function and abrasion time under the multi-scale texture structure reaches 0.8, which shows that the use of the surface texture power spectrum density function can effectively evaluate the anti-skidding performance of the pavement.
{"title":"Analysis of skid resistance of epoxy chip seal based on three-dimensional power spectrum","authors":"Min Wang , Kaiyi Li , Jie Wang , Zhuowei Li , Hui Lv , Lulu Hu","doi":"10.1016/j.trgeo.2026.101902","DOIUrl":"10.1016/j.trgeo.2026.101902","url":null,"abstract":"<div><div>Epoxy chip seal as an effective means to improve the anti-skid performance of concrete pavements is increasingly widely used, its skid resistance is significantly affected by its surface texture, but its skid resistance performance and durability analysis method is single. To address the these issues, a high toughness modified epoxy resin chip seal structure was developed to carry out indoor accelerated abrasion test, selecting the material bearing area curve and three-dimensional power spectrum function to study the surface texture structure and decay law of the epoxy chip seal specimen with different abrasion time, analyze the relationship between the three-dimensional surface roughness power spectrum function and the coefficient of friction, and study the effect of the different contact area ratios and wavelengths on the dynamic friction. The results show that in the abrasion process, the degree of abrasion at the top of the aggregate is larger than that at the bottom, and the influence of the surface micro-texture structure on the coefficient of kinetic friction is larger than that of the macro texture, the effective contact area of epoxy chip seal specimens with two aggregate sizes of 2–3 mm and 3–5 mm are 30∼40 % and 20∼40 % respectively, and the corresponding optimal wavelengths are 0.2 mm–5.04 mm, 0.3 mm–5.04 mm, at the same time, the correlation coefficient of the dynamic friction coefficient model based on the surface roughness power spectrum function and abrasion time under the multi-scale texture structure reaches 0.8, which shows that the use of the surface texture power spectrum density function can effectively evaluate the anti-skidding performance of the pavement.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101902"},"PeriodicalIF":5.5,"publicationDate":"2026-01-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146039519","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-10DOI: 10.1016/j.trgeo.2026.101898
Hao Liu , Yiheng Pan , Xinqiang Gao , Song Hu
Researchers had presumed different failure mechanisms for calculating the load on culverts, but the research on summarizing, comparing, and evaluating these failure mechanisms was limited. This paper estimates the failure surface and shear stress along the failure surface by numerical analysis, following a brief summary of the methods for calculating the load on the culvert. From the simulation, three types of failure surfaces, i.e., internal, vertical, and external failure surfaces, were observed in the fill. Among them, the dominant surface depended on the friction angle and height. In addition, the lateral earth pressure coefficient at the vertical and dominant failure surface decreased with the fill height and friction angle, contrary to the assumption that the lateral earth pressure coefficient was only influenced by the fill friction angle. Furthermore, when the external and dominant failure surface was simplified as the vertical failure surface with an equivalent settlement surface (ESS), the vertical earth pressure in the interior fill could be accurately calculated if an appropriate value for the ESS height was chosen.
{"title":"Vertical load on embankment-installed rigid culvert buried by cohesionless fill","authors":"Hao Liu , Yiheng Pan , Xinqiang Gao , Song Hu","doi":"10.1016/j.trgeo.2026.101898","DOIUrl":"10.1016/j.trgeo.2026.101898","url":null,"abstract":"<div><div>Researchers had presumed different failure mechanisms for calculating the load on culverts, but the research on summarizing, comparing, and evaluating these failure mechanisms was limited. This paper estimates the failure surface and shear stress along the failure surface by numerical analysis, following a brief summary of the methods for calculating the load on the culvert. From the simulation, three types of failure surfaces, i.e., internal, vertical, and external failure surfaces, were observed in the fill. Among them, the dominant surface depended on the friction angle and height. In addition, the lateral earth pressure coefficient at the vertical and dominant failure surface decreased with the fill height and friction angle, contrary to the assumption that the lateral earth pressure coefficient was only influenced by the fill friction angle. Furthermore, when the external and dominant failure surface was simplified as the vertical failure surface with an equivalent settlement surface (ESS), the vertical earth pressure in the interior fill could be accurately calculated if an appropriate value for the ESS height was chosen.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"57 ","pages":"Article 101898"},"PeriodicalIF":5.5,"publicationDate":"2026-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145978091","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The dynamic interaction between pile and saturated soil governs pile settlement in soft soil foundation, which is strictly controlled in high-speed railways. However, the underlying mechanisms governing the transformation of dynamic load within the pile-soil system and their evolution over time remain inadequately understood. Therefore, conventional design methods that rely solely on static pile capacity and neglect dynamic interaction effects are inapplicable. In this study, a series of centrifuge modelling tests were conducted using a self-developed dynamic loading device and an instrumented model pile. The setup adequately satisfied the similitude requirements for intensified loading frequency and stress wave propagation along pile. Various static and dynamic loads were applied to the pile embedded in saturated silty soil, with frequencies reaching 360 Hz and cycles up to 5 × 105. Complementary numerical analyses were also performed to elucidate the mechanisms of dynamic pile-soil interaction. Experimental and numerical results demonstrate that stress waves propagated from the pile shaft into the surrounding soil in the form of Mach cone, driven by the differences in wave velocities between pile and soil. Moreover, soil vibration attenuated with increasing distance from the pile, a trend predictable using Bornitz’s approach even under loading frequencies as high as 360 Hz. The evolution of pore water pressure and the corresponding redistribution of axial force along the pile reveal distinct pile-soil interaction responses under different loading amplitudes: (1) Under low-amplitude loads (CLR ≤ 0.3), pore water pressure accumulation was negligible, shaft resistance carried most of the pile-head load without significant degradation, and base resistance remained minimal; (2) Under moderate loads (0.4 ≤ CLR ≤ 0.5), pore pressure accumulated noticeably, shaft resistance gradually degraded, axial force was transmitted to deeper pile segments, and base resistance increased but remained below its ultimate threshold; (3) Under high-amplitude loads (CLR ≥ 0.6), buildup of pore water pressure was most pronounced, shaft resistance degradation was substantial, base resistance increased significantly compared with moderate load levels, and deformation of the soil beneath the pile tip accumulated rapidly. Ultimately, these micromechanical processes led to distinct macro-scale settlement behaviours, i.e., stable, metastable, and unstable developments, which can be consistently explained by the evolving dynamic pile-soil interaction.
{"title":"Load transfer mechanism and interaction evolution in pile-soil system to high-frequency axial load: Centrifuge modelling and numerical analysis","authors":"Feng Qin , Xuecheng Bian , Zizhuang Yan , Yu Zhao , Chuang Zhao","doi":"10.1016/j.trgeo.2026.101904","DOIUrl":"10.1016/j.trgeo.2026.101904","url":null,"abstract":"<div><div>The dynamic interaction between pile and saturated soil governs pile settlement in soft soil foundation, which is strictly controlled in high-speed railways. However, the underlying mechanisms governing the transformation of dynamic load within the pile-soil system and their evolution over time remain inadequately understood. Therefore, conventional design methods that rely solely on static pile capacity and neglect dynamic interaction effects are inapplicable. In this study, a series of centrifuge modelling tests were conducted using a self-developed dynamic loading device and an instrumented model pile. The setup adequately satisfied the similitude requirements for intensified loading frequency and stress wave propagation along pile. Various static and dynamic loads were applied to the pile embedded in saturated silty soil, with frequencies reaching 360 Hz and cycles up to 5 × 10<sup>5</sup>. Complementary numerical analyses were also performed to elucidate the mechanisms of dynamic pile-soil interaction. Experimental and numerical results demonstrate that stress waves propagated from the pile shaft into the surrounding soil in the form of Mach cone, driven by the differences in wave velocities between pile and soil. Moreover, soil vibration attenuated with increasing distance from the pile, a trend predictable using Bornitz’s approach even under loading frequencies as high as 360 Hz. The evolution of pore water pressure and the corresponding redistribution of axial force along the pile reveal distinct pile-soil interaction responses under different loading amplitudes: (1) Under low-amplitude loads (CLR ≤ 0.3), pore water pressure accumulation was negligible, shaft resistance carried most of the pile-head load without significant degradation, and base resistance remained minimal; (2) Under moderate loads (0.4 ≤ CLR ≤ 0.5), pore pressure accumulated noticeably, shaft resistance gradually degraded, axial force was transmitted to deeper pile segments, and base resistance increased but remained below its ultimate threshold; (3) Under high-amplitude loads (CLR ≥ 0.6), buildup of pore water pressure was most pronounced, shaft resistance degradation was substantial, base resistance increased significantly compared with moderate load levels, and deformation of the soil beneath the pile tip accumulated rapidly. Ultimately, these micromechanical processes led to distinct macro-scale settlement behaviours, i.e., stable, metastable, and unstable developments, which can be consistently explained by the evolving dynamic pile-soil interaction.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"57 ","pages":"Article 101904"},"PeriodicalIF":5.5,"publicationDate":"2026-01-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145978090","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-08DOI: 10.1016/j.trgeo.2026.101900
Yafei Jia , Chuan-Bao Xu , Jun Zhang , Jun-Jie Zheng , Hanjiang Lai , Yewei Zheng
This study develops discrete element method (DEM) models to investigate the soil arching and membrane effects in geosynthetic reinforced, pile-supported (GRPS) embankments under cyclic loading. The model was validated against large-scale physical model tests to ensure reliability. Using the validated DEM, the evolution of contact force chains, fabric tensors, and average contact force ratios (ACFRs) was analyzed to elucidate the microscopic mechanisms of load transfer and degradation. The results reveal that cyclic loading leads to progressive degradation of soil arching in unreinforced embankments, initiating from the bottom and propagating upward. In contrast, the presence of geogrid reinforcement effectively stabilizes the soil arching structure, enhances load transfer to the pile caps, and reduces the contact force transmitted to the underlying soft soil. The geogrid exhibits a distinct membrane effect characterized by catenary deflection and localized tensile strain, particularly during the early cycles. Parametric analyses further demonstrate that higher trough values, larger load amplitudes, and higher loading frequencies accelerate the degradation of soil arching, while an intermediate loading area and moderate embankment porosity yield the most stable load transfer. Although thicker soft soil foundations initially enhance soil arching, they are more susceptible to degradation under repeated loading.
{"title":"DEM Analysis of Load Transfer Mechanisms in Pile-Supported Embankments under Cyclic Traffic Loading","authors":"Yafei Jia , Chuan-Bao Xu , Jun Zhang , Jun-Jie Zheng , Hanjiang Lai , Yewei Zheng","doi":"10.1016/j.trgeo.2026.101900","DOIUrl":"10.1016/j.trgeo.2026.101900","url":null,"abstract":"<div><div>This study develops discrete element method (DEM) models to investigate the soil arching and membrane effects in geosynthetic reinforced, pile-supported (GRPS) embankments under cyclic loading. The model was validated against large-scale physical model tests to ensure reliability. Using the validated DEM, the evolution of contact force chains, fabric tensors, and average contact force ratios (ACFRs) was analyzed to elucidate the microscopic mechanisms of load transfer and degradation. The results reveal that cyclic loading leads to progressive degradation of soil arching in unreinforced embankments, initiating from the bottom and propagating upward. In contrast, the presence of geogrid reinforcement effectively stabilizes the soil arching structure, enhances load transfer to the pile caps, and reduces the contact force transmitted to the underlying soft soil. The geogrid exhibits a distinct membrane effect characterized by catenary deflection and localized tensile strain, particularly during the early cycles. Parametric analyses further demonstrate that higher trough values, larger load amplitudes, and higher loading frequencies accelerate the degradation of soil arching, while an intermediate loading area and moderate embankment porosity yield the most stable load transfer. Although thicker soft soil foundations initially enhance soil arching, they are more susceptible to degradation under repeated loading.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"57 ","pages":"Article 101900"},"PeriodicalIF":5.5,"publicationDate":"2026-01-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145978089","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-08DOI: 10.1016/j.trgeo.2026.101899
Shunshun Qi , Guoyu Li , Jiawei Yang , Qingsong Du , Kai Gao , Dun Chen , Mingtang Chai , Anshuang Su , Miao Wang
Permafrost-related deformation of highway embankments is a major constraint on the long-term serviceability of the Qinghai–Tibet Highway (QTH). Freeze–thaw cycles, water migration and heavy traffic loads produce rutting, corrugation and differential settlement at the surface, but their relationship to subsurface anomalies is not yet fully understood. This study combines unmanned aerial vehicle (UAV) photogrammetry with ground-penetrating radar (GPR) to examine coupled pavement–subgrade behaviour on three permafrost sections of the QTH. UAV-derived digital surface models are used to quantify rut depth, roughness and longitudinal/transverse elevation differentials, whereas 2D GPR profiles and depth-dependent reflection-intensity maps are interpreted to identify stratigraphic undulations, localised loosening and the position of the permafrost table. The joint analysis shows that sections with large elevation differentials and roughness systematically coincide with zones of strong GPR anomalies, and that the three sites exhibit contrasting deformation patterns ranging from severe settlement with rutting and cracking to pseudo-corrugations and localised depressions. Vertically continuous bands of anomalous reflections indicate that, in some cases, weaknesses extend from the active layer into the embankment body, providing a plausible link between subsurface degradation and surface distress under combined freeze–thaw and traffic loading. The case study suggests that integrating established UAV and GPR techniques offers a practical, non-destructive means of characterising pavement–subgrade deformation in permafrost highways and can inform the early identification of problematic sections and the planning of maintenance strategies.
{"title":"Assessment of pavement–subgrade deformation in permafrost highways using UAV photogrammetry and ground-penetrating radar: Case study of Qinghai–Tibet highway","authors":"Shunshun Qi , Guoyu Li , Jiawei Yang , Qingsong Du , Kai Gao , Dun Chen , Mingtang Chai , Anshuang Su , Miao Wang","doi":"10.1016/j.trgeo.2026.101899","DOIUrl":"10.1016/j.trgeo.2026.101899","url":null,"abstract":"<div><div>Permafrost-related deformation of highway embankments is a major constraint on the long-term serviceability of the Qinghai–Tibet Highway (QTH). Freeze–thaw cycles, water migration and heavy traffic loads produce rutting, corrugation and differential settlement at the surface, but their relationship to subsurface anomalies is not yet fully understood. This study combines unmanned aerial vehicle (UAV) photogrammetry with ground-penetrating radar (GPR) to examine coupled pavement–subgrade behaviour on three permafrost sections of the QTH. UAV-derived digital surface models are used to quantify rut depth, roughness and longitudinal/transverse elevation differentials, whereas 2D GPR profiles and depth-dependent reflection-intensity maps are interpreted to identify stratigraphic undulations, localised loosening and the position of the permafrost table. The joint analysis shows that sections with large elevation differentials and roughness systematically coincide with zones of strong GPR anomalies, and that the three sites exhibit contrasting deformation patterns ranging from severe settlement with rutting and cracking to pseudo-corrugations and localised depressions. Vertically continuous bands of anomalous reflections indicate that, in some cases, weaknesses extend from the active layer into the embankment body, providing a plausible link between subsurface degradation and surface distress under combined freeze–thaw and traffic loading. The case study suggests that integrating established UAV and GPR techniques offers a practical, non-destructive means of characterising pavement–subgrade deformation in permafrost highways and can inform the early identification of problematic sections and the planning of maintenance strategies.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"57 ","pages":"Article 101899"},"PeriodicalIF":5.5,"publicationDate":"2026-01-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145927041","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Groundwater level fluctuation-induced collapse in deep loess threatens the long-term safety of deep-buried metro tunnels. A field sand-well immersion test is conducted along a Xi’an metro line, employing a water-level control system to regulate the leaching exploratory well water level precisely. This experimental setup simulates the wetting-induced deformation process under bottom-up infiltration with constant overburden stress, and a computational model for deep loess collapse deformation is established by considering the hydro-mechanical path. Results demonstrated an inverted-funnel-shaped moisture diffusion pattern in deep loess, with the saturation front diffusion angle measuring approximately 90° within 2 m of the well, decreasing to 50° at distances of 2–6 m, and increasing to 73° beyond 6 m. During immersion, the deep loess exhibits three-stage deformation behavior: collapse governed by structural strength degradation, rebound dominated by unloading due to cavity formation with a positive correlation to water level height, and compression from residual structural strength failure with a negative correlation to water level height. Post-immersion consolidation settlement is also observed. Collapse and rebound develop from deep to shallow layers and from inner to outer zones, whereas consolidation settlement propagates from shallow to deep layers and from outer to inner areas. Based on the wetting-unloading hydro-mechanical path during bottom-up infiltration, a collapse deformation model is developed. Using a degree of wetting η1 = 0.8 combined with actual unloading ratios, the model achieves a relative error of only 8.85 %. This study provides valuable insights for evaluating collapsibility in deep loess foundations within groundwater fluctuation zones.
{"title":"Collapse deformation characteristics and computational model for loess sites under bottom-up field immersion","authors":"Xin Huang , Jianguo Zheng , Yongtang Yu , Weiwei Zhang , Chunjie Yan","doi":"10.1016/j.trgeo.2025.101890","DOIUrl":"10.1016/j.trgeo.2025.101890","url":null,"abstract":"<div><div>Groundwater level fluctuation-induced collapse in deep loess threatens the long-term safety of deep-buried metro tunnels. A field sand-well immersion test is conducted along a Xi’an metro line, employing a water-level control system to regulate the leaching exploratory well water level precisely. This experimental setup simulates the wetting-induced deformation process under bottom-up infiltration with constant overburden stress, and a computational model for deep loess collapse deformation is established by considering the hydro-mechanical path. Results demonstrated an inverted-funnel-shaped moisture diffusion pattern in deep loess, with the saturation front diffusion angle measuring approximately 90° within 2 m of the well, decreasing to 50° at distances of 2–6 m, and increasing to 73° beyond 6 m. During immersion, the deep loess exhibits three-stage deformation behavior: collapse governed by structural strength degradation, rebound dominated by unloading due to cavity formation with a positive correlation to water level height, and compression from residual structural strength failure with a negative correlation to water level height. Post-immersion consolidation settlement is also observed. Collapse and rebound develop from deep to shallow layers and from inner to outer zones, whereas consolidation settlement propagates from shallow to deep layers and from outer to inner areas. Based on the wetting-unloading hydro-mechanical path during bottom-up infiltration, a collapse deformation model is developed. Using a degree of wetting <em>η</em><sub>1</sub> = 0.8 combined with actual unloading ratios, the model achieves a relative error of only 8.85 %. This study provides valuable insights for evaluating collapsibility in deep loess foundations within groundwater fluctuation zones.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"57 ","pages":"Article 101890"},"PeriodicalIF":5.5,"publicationDate":"2026-01-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145978088","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-01-06DOI: 10.1016/j.trgeo.2026.101897
Wenyun Ding , Shunguo Wang , Zude Ding , Yongfa Guo , Zhigang Song , Shangze Feng
Focusing on the core issue of safety impacts during the construction of large-section high-speed railway tunnels adjacent to karst caves, this study comprehensively applied theoretical analysis, orthogonal numerical experiments, and multiple regression methods to systematically investigate the stability of the cave-tunnel system. A predictive model for the critical safety distance was established, and a zoning standard for construction safety influence was developed. The research shows that the surrounding rock grade and the lateral pressure coefficient have a highly significant influence on the critical safety distance, with their impact exceeding that of the geometric parameters of the karst cave and the tunnel burial depth. Through range analysis and analysis of variance, the primary and secondary order of influencing factors under different karst cave locations was clarified, and multiple regression prediction expressions for the critical safety distance were established for five typical karst cave locations: above the vault, outside the spandrel, outside the sidewall, outside the wall foot, and below the invert. The most critical conditions occur when the karst cave is located outside the tunnel wall foot or spandrel. Based on the criteria of plastic zone connectivity and energy mutation, a comprehensive discriminant standard centered on the critical safety distance was constructed, classifying the impact of karst caves on tunnel construction into strong, moderate, and weak influence zones. Combining the conditions of the supporting project, the influence zoning ranges for typical tunnel sections were determined, resulting in the zoning for the Changshui Airport Tunnel under Grade IV and Grade V surrounding rock conditions with cave sizes of 0.2D, 0.4D, 0.6D, and 0.8D. As the cave size increases from 0.2D to 0.8D, the extent of the strong influence zone expands from 0.33D–0.94D to 0.80D–2.23D in Grade IV surrounding rock, and from 0.97D–1.44D to 1.34D–3.47D in Grade V surrounding rock. This demonstrates a significant amplification effect of cave size on the disturbance range imposed on the tunnel. Compared to Grade IV surrounding rock, the influence zone induced by karst caves in Grade V rock is substantially larger and more sensitive to changes in cave size. The validity and engineering applicability of the proposed model and zoning criteria were verified using the case study of the Changshui Airport Tunnel. This research provides a theoretical basis and practical reference for the safe design and construction of similar tunnel projects in karst areas.
{"title":"Predictive modeling and risk zoning for safety of large-section high-speed railway tunnels adjacent to karst caves: a case study of the Chongqing-Kunming high-speed railway tunnel","authors":"Wenyun Ding , Shunguo Wang , Zude Ding , Yongfa Guo , Zhigang Song , Shangze Feng","doi":"10.1016/j.trgeo.2026.101897","DOIUrl":"10.1016/j.trgeo.2026.101897","url":null,"abstract":"<div><div>Focusing on the core issue of safety impacts during the construction of large-section high-speed railway tunnels adjacent to karst caves, this study comprehensively applied theoretical analysis, orthogonal numerical experiments, and multiple regression methods to systematically investigate the stability of the cave-tunnel system. A predictive model for the critical safety distance was established, and a zoning standard for construction safety influence was developed. The research shows that the surrounding rock grade and the lateral pressure coefficient have a highly significant influence on the critical safety distance, with their impact exceeding that of the geometric parameters of the karst cave and the tunnel burial depth. Through range analysis and analysis of variance, the primary and secondary order of influencing factors under different karst cave locations was clarified, and multiple regression prediction expressions for the critical safety distance were established for five typical karst cave locations: above the vault, outside the spandrel, outside the sidewall, outside the wall foot, and below the invert. The most critical conditions occur when the karst cave is located outside the tunnel wall foot or spandrel. Based on the criteria of plastic zone connectivity and energy mutation, a comprehensive discriminant standard centered on the critical safety distance was constructed, classifying the impact of karst caves on tunnel construction into strong, moderate, and weak influence zones. Combining the conditions of the supporting project, the influence zoning ranges for typical tunnel sections were determined, resulting in the zoning for the Changshui Airport Tunnel under Grade IV and Grade V surrounding rock conditions with cave sizes of 0.2D, 0.4D, 0.6D, and 0.8D. As the cave size increases from 0.2D to 0.8D, the extent of the strong influence zone expands from 0.33D–0.94D to 0.80D–2.23D in Grade IV surrounding rock, and from 0.97D–1.44D to 1.34D–3.47D in Grade V surrounding rock. This demonstrates a significant amplification effect of cave size on the disturbance range imposed on the tunnel. Compared to Grade IV surrounding rock, the influence zone induced by karst caves in Grade V rock is substantially larger and more sensitive to changes in cave size. The validity and engineering applicability of the proposed model and zoning criteria were verified using the case study of the Changshui Airport Tunnel. This research provides a theoretical basis and practical reference for the safe design and construction of similar tunnel projects in karst areas.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"57 ","pages":"Article 101897"},"PeriodicalIF":5.5,"publicationDate":"2026-01-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145926961","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
扫码关注我们
求助内容：
应助结果提醒方式：
京公网安备 11010802042870号