Transportation Geotechnics最新文献

{"title":"Experimental study on macro-meso damage of jointed rock mass under sequential cyclic loading–unloading followed by freeze–thaw cycles","authors":"Junhao Wei ,&nbsp;Shili Hu ,&nbsp;Zhengding Deng ,&nbsp;Guanshi Wang ,&nbsp;Qiang Cheng ,&nbsp;Yaojie Tu","doi":"10.1016/j.trgeo.2026.101929","DOIUrl":"10.1016/j.trgeo.2026.101929","url":null,"abstract":"<div><div>Jointed rock mass in cold regions is often subjected to the sequential cyclic loading–unloading followed by freeze–thaw cycles. Studying the inductive correlation mechanism between the cyclic loading–unloading damage of jointed rock mass and subsequent freeze–thaw cycles is of great significance for the scientific evaluation of the long-term stability of related rock engineering projects. Sequential cyclic loading–unloading, freeze–thaw tests, and subsequent uniaxial loading were conducted on jointed rock masses, integrated with NMR, AE, and DIC monitoring, to examine how prior cyclic damage influences subsequent freeze–thaw damage and governs the macro- to <em>meso</em>-scale damage evolution under uniaxial loading. The results indicate that the impacts of the sequential effects of cyclic loading–unloading followed by freeze–thaw cycles on the evolution of rock mass pore structure exhibit significant scale differences. Cyclic loading–unloading primarily promote the emergence of micro- and small pores, while freeze–thaw cycles accelerate the expansion and connectivity of mesopores and macropores. Although cyclic loading–unloading have a limited impact on the overall porosity of the rock mass, the number of microscopic pores significantly increases. During the freeze‑thaw phase, frost‑heave pressure drives the interconnection and coalescence of micro‑pores, forming meso‑ and macro‑pores with increased susceptibility to frost‑heave damage, which in turn exacerbates the overall freeze‑thaw deterioration. During the stage of stable damage of the rock mass, energy and ringdown counts decrease with decreasing freezing temperature. At high levels of loading–unloading stress, the damage mechanism transitions from crack propagation to crack sliding, promoting more sudden failure. The freeze–thaw cycle dominates the process of deterioration of rock mass initiation strength and fracture toughness, and compressive strength also decreases accordingly with decreasing freezing temperature. Higher levels of macroscopic joint damage significantly reduce the peak strength of the rock mass and induce more pronounced mesoscale damage evolution under loading.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101929"},"PeriodicalIF":5.5,"publicationDate":"2026-01-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146189912","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}

{"title":"Active stability and probabilistic estimation of tunnel face in spatially variable and anisotropic soils","authors":"Chen Guang-Hui ,&nbsp;Zou Jin-Feng ,&nbsp;Jin Jun-Wei ,&nbsp;Chen Jian ,&nbsp;Shu Ji-Cheng","doi":"10.1016/j.trgeo.2026.101917","DOIUrl":"10.1016/j.trgeo.2026.101917","url":null,"abstract":"<div><div>This study aims to develop an analytical approach for assessing the 3D active stability and failure probability of the tunnel face in spatially variable and anisotropic soils. An advanced failure mechanism based on discrete failure boundaries is first developed using the rigorous discretization technique. By taking the soil strata inclination as a priori condition, a non-stationary random field is proposed to represent the soil spatial variation. Comprehensive mathematical formulations are derived to denote the soil anisotropy. By incorporating spatially variable and anisotropic soils into the advanced failure mechanism, the critical support pressure and critical failure surface are determined to check the face stability using the limit analysis method. The proposed approach is validated through comparative analyses with analytical and numerical solutions. A systematic parametric investigation is then performed to discuss the effects of anisotropic and random field parameters on the face stability. Subsequently, the failure probability is derived under a specified supporting pressure, and a series of charts are provided to discuss the influence of random field parameters on the failure probability. The analysis results reveal that the proposed approach can be served as a reference methodology for the stability and probabilistic analysis of tunnel face under complex geotechnical scenarios.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101917"},"PeriodicalIF":5.5,"publicationDate":"2026-01-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080422","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}

{"title":"Image-traced flow behavior and frequency-dependent response of ballasted trackbed under dynamic loads","authors":"Yachen Wu ,&nbsp;Zuochuan Xie ,&nbsp;Xuecheng Bian ,&nbsp;Yunmin Chen ,&nbsp;Chuang Zhao","doi":"10.1016/j.trgeo.2026.101926","DOIUrl":"10.1016/j.trgeo.2026.101926","url":null,"abstract":"<div><div>The continuous movement of ballast particles beneath the sleeper under long-term dynamic train loads is a primary factor contributing to the development of trackbed settlement, which becomes more pronounced under high-speed train operations. However, due to the concealed nature of such phenomenon, it is challenging to observe experimentally. In this study, a full-scale model test incorporating image-assisted measurement techniques was conducted. Approximately 1000 dyed ballast particles of varying sizes were uniformly distributed over a representative section of the trackbed as tracer particles. A combination of digital and high-speed cameras (recording at 1000 frames per second) was used to capture and analyze the trajectories of ballast particles under varying train speeds, axle loads and long-term loading conditions. The testing results indicate that the ballast layer remained in a stable state with limited particle migration when the loading frequency was below 15 Hz (equivalent to 273 km/h). However, once this threshold was exceeded, ballast migration increased sharply, accompanied by a noticeable loss of stability. Furthermore, a positive correlation was observed between the axle load amplitude and the extent of ballast flow. For axle loads below 8 tons, ballast migration was primarily governed by contact forces between the ballast particles. Beyond this limit, movement near the sleeper end increased sharply, indicating a shift in the controlling mechanism from contact force dominance to interaction between contact forces and boundary constraints. The varying constraint conditions then caused regionalized flow pattern beneath the sleeper, leading to non-uniform compaction within the trackbed. Furthermore, this process induced a characteristic periodic settlement development of the sleeper. The initial stage was marked by rapid settlement due to particle rearrangement. This was followed by a second increase in the settlement rate as the high-frequency energy input caused the particle skeleton to disintegrate. Finally, as a new stable skeleton formed, the settlement approached a shakedown state without further significant development.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101926"},"PeriodicalIF":5.5,"publicationDate":"2026-01-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080423","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}

{"title":"Multi-objective optimization design based on surrogate modelling for concrete column-supported embankment on soft ground","authors":"Boyang Xia ,&nbsp;Meng Wei ,&nbsp;Gang Zheng ,&nbsp;Haizuo Zhou","doi":"10.1016/j.trgeo.2026.101918","DOIUrl":"10.1016/j.trgeo.2026.101918","url":null,"abstract":"<div><div>Optimizing column arrangements is a complex task in column-supported embankment design, because it requires balancing multiple performance objectives and cost. Consequently, a comprehensive optimization framework is essential for identifying the optimal column configuration during the design process. This study developed a multi-objective optimization approach for designing column arrangements to support embankments constructed on soft ground. The proposed approach integrates both sequential surrogate methods and adaptive evolutionary algorithms to predict and optimize column arrangements in column-supported embankment design. The proposed optimization framework was applied to a practical embankment project at the Xingxing interchange section. Four objective functions were defined using the global stability (<em>F</em>_s), maximum total settlement and differential settlement of the embankment surface (<em>S</em>_t, <em>S</em>_d), and cost of the concrete columns (<em>C</em>). Evaluation of the results confirmed the excellent prediction accuracy of the proposed method. Besides, compared with the original design, the optimal design achieved a 17% increase in <em>F</em>_s, and 4%, 0.39%, and 10% reduction in <em>S</em>_t, <em>S</em>_d, and <em>C</em>, respectively. The proposed optimization framework and its outcomes offer a practical strategy for optimizing investments in transportation embankment projects.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101918"},"PeriodicalIF":5.5,"publicationDate":"2026-01-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080420","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}

{"title":"Dual role of holes in red sandstone under freeze–thaw and confinement: mechanistic insights and a Hoek–Brown-based predictive model","authors":"Pengyi Zhang ,&nbsp;Bowen Tai ,&nbsp;Qingzhi Wang ,&nbsp;Xianwei Zhang ,&nbsp;Dongmei Zhang ,&nbsp;Jianhong Fang ,&nbsp;Jiankun Liu","doi":"10.1016/j.trgeo.2026.101915","DOIUrl":"10.1016/j.trgeo.2026.101915","url":null,"abstract":"<div><div>In permafrost tunnels on the Qinghai–Tibet Plateau, the coupled effects of freeze–thaw (FT) cycles and confining pressure pose a significant threat to the long-term stability of defective surrounding rocks. In this study, red sandstone specimens with different hole numbers (complete, single-hole, and double-hole) were subjected to FT treatment, followed by conventional triaxial compression and nuclear magnetic resonance (NMR) tests. Based on these results, a Hoek–Brown constitutive model was established to elucidate the influence of hole number on the evolution mechanism of FT-induced damage. The results show that as the number of FT cycles increases, the mass gain, volumetric expansion, and P-wave velocity attenuation of holed specimens are lower than those of intact specimens, indicating that holes can locally relieve stress and delay frost damage. However, their cohesion, internal friction angle, elastic modulus, and peak strength deteriorate more significantly, with damage severity increasing with both hole number and confining pressure. NMR analyses reveal that intact specimens mainly develop medium-to-large pores, while specimens with holes are dominated by micropore accumulation, accompanied by a shift in failure mode from single-shear to ring-shaped or mixed patterns. The Hoek–Brown-based constitutive analysis further demonstrates the dual role of holes: under zero confinement, holes mitigate damage evolution, whereas under confinement, they act as amplifying factors that accelerate degradation. The proposed mechanistic framework not only clarifies the experimental and numerical findings but also provides a theoretical basis for predicting degradation and assessing the stability of defective surrounding rock in cold-region tunnels.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101915"},"PeriodicalIF":5.5,"publicationDate":"2026-01-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146190534","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}

{"title":"A comparative assessment of the bearing capacity of unselected construction and demolition waste aggregates in unbound and cement-stabilised pavement subbases","authors":"Luca Tefa,&nbsp;Marco Bassani","doi":"10.1016/j.trgeo.2026.101921","DOIUrl":"10.1016/j.trgeo.2026.101921","url":null,"abstract":"<div><div>Using unselected construction and demolition waste (UCDW) aggregate helps the road construction industry to meet sustainability requirements. Although the use of recycled UCDW aggregates is increasingly recognised and adopted in practice, there remains limited field evidence directly comparing their performance with that of natural (NAT) aggregates in unbound and cement-stabilised subbases. This study compared the bearing capacity of four 30-cm subbases (unbound and 3% cement-stabilised NAT and UCDW) using lightweight deflectometer and plate loading tests on an experimental road. The study was complemented by laboratory resilient modulus and indirect tensile strength measurements on specimens compacted during the construction activities.</div><div>On average, the surface modulus of unbound UCDW materials was 16% higher than that of natural aggregates. Stabilisation with 3% cement significantly increased the bearing capacity sevenfold for UCDW materials and tenfold for NAT materials. After three days of curing, the average surface modulus increased from 112.3–126.6 MPa for unbound UCDW and 95.2–111.6 MPa for unbound NAT, to 884.7–1024.6 MPa for cement-stabilised UCDW and 1064.3–1198.1 MPa for cement-stabilised NAT. Unlike the field tests, where cement-stabilised NAT performed slightly better than cement-stabilised UCDW, the laboratory tests showed that cement-stabilised UCDW mixtures had a higher resilient modulus than cement-stabilised natural ones. These results demonstrate that UCDW aggregates can effectively replace natural ones in the formation of unbound or cement–stabilised road subbase layers.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101921"},"PeriodicalIF":5.5,"publicationDate":"2026-01-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080424","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}

{"title":"Influence of slaking behavior on the shear strength, swelling capacity, and crack evolution of mudstone","authors":"Danxi Sun ,&nbsp;Guojun Cai ,&nbsp;Yiqing Sun ,&nbsp;Yan Feng ,&nbsp;Gaofeng Pan ,&nbsp;Hao Wang ,&nbsp;Qi Tao","doi":"10.1016/j.trgeo.2026.101919","DOIUrl":"10.1016/j.trgeo.2026.101919","url":null,"abstract":"<div><div>Excavation of cut slopes and tunnels generates substantial quantities of mudstone waste. To reduce construction costs and accelerate project timelines, this waste material has been utilized as fill in expressway embankments. In this study, the engineering performance of mudstone waste was evaluated through a series of slaking, direct shear, swelling strain, and crack development tests. The experimental results demonstrate that vertical stress intensifies slaking behavior by promoting particle breakage. As slaking progresses, the shear strength of mudstone progressively decreases, primarily because the increasing fraction of fine particles disrupts the formation of load-bearing force chains between coarse grains. Swelling strain exhibits a nonmonotonic evolution: it initially decreases as particle breakage and rearrangement reduce the swelling capacity, but subsequently increases owing to the accumulation of finer particles with higher swelling potential. In addition, contacts between coarse and fine particles act as structural weak points that strongly influence crack propagation. The breakage of coarse particles during slaking process reduces the number of such weak interfaces and thereby modifies the crack pattern. Although the overall crack ratio remains constant, the cracks network undergoes a morphological transition towards shorter, wider cracks. These findings provide critical insight into the long-term deformation and failure mechanisms of embankments constructed with mudstone fill and offer a basis for the safe, efficient, and cost-effective utilization of mudstone waste in construction applications.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101919"},"PeriodicalIF":5.5,"publicationDate":"2026-01-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080496","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}

{"title":"Analysis of thermal–mechanical responses of resonant rubblized concrete pavement system with asphalt overlay under diverse climatic conditions","authors":"Liyuan Liu ,&nbsp;Jie Deng ,&nbsp;Huailei Cheng ,&nbsp;Kaili Hao ,&nbsp;Lijun Sun ,&nbsp;Miomir Miljković ,&nbsp;Chen Cui","doi":"10.1016/j.trgeo.2026.101923","DOIUrl":"10.1016/j.trgeo.2026.101923","url":null,"abstract":"<div><div>Resonant rubblization technique has been widely used to for the rehabilitation of concrete pavements with asphalt overlay, due to its advantage in reducing reflective cracking of overlay layer. Conventional studies mainly focus on investigating mechanical responses of rubblized concrete pavement system under traffic loads, while this study systematically investigates the pavement’s thermal responses when subjected to environmental temperature variations. Finite element (FE) models were developed for both resonant rubblized and conventional (unrubblized) concrete pavements with asphalt overlay. These models were validated against field-measured data, with the correlation coefficient between the simulated and measured data reaching 0.827. On the basis of the validated models, a comparative analysis was conducted to examine the thermal responses of the two pavement systems under diverse climatic conditions, including daily temperature variations, abrupt temperature changes, and constant temperature gradients. The results demonstrate that the tensile stresses and strains in the asphalt overlay of rubblized pavements are substantially lower than those in conventional pavements. The reduction in stress/strain is most pronounced at the bottom of asphalt overlay adjacent to the original cement slab, where the maximum tensile stress is reduced to approximately 35% of that observed in the unrubblized pavement, thereby effectively suppressing the initiation and propagation of reflective cracking. Furthermore, cold regions—characterized by larger daily temperature ranges—exhibit more pronounced temperature gradients within the pavement, resulting in more severe fluctuations in thermal responses compared with hot regions. For abruptly temperature-changing conditions, the rubblized pavement also exhibits a more uniform stress distribution and superior structural stability than conventional pavement. Besides, the thermal displacement of the rubblized pavement is only 20% of that of the concrete slabs in conventional pavement, revealing that the rubblization is beneficial in mitigating thermal-induced displacement of original concrete slab and thus reducing the reflective cracking in asphalt overlay. Findings of this research is expected to guide the analysis and design of rubblized concrete pavement system across diverse climatic conditions.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101923"},"PeriodicalIF":5.5,"publicationDate":"2026-01-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080495","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}

{"title":"Influence of variable-speed traffic loads on dynamic response and long-term performance of layered pavements on saturated subgrade","authors":"Hao Lei ,&nbsp;Jian-Gu Qian ,&nbsp;Jia-Feng Zhang ,&nbsp;Tian-Wen Hu ,&nbsp;Xueyu Geng","doi":"10.1016/j.trgeo.2026.101916","DOIUrl":"10.1016/j.trgeo.2026.101916","url":null,"abstract":"<div><div>Previous studies on the dynamic response of pavement systems typically idealized aircraft loads as moving at constant speed, thereby neglecting the critical influence of acceleration and deceleration (frequent landing and take-off operations) during real operational conditions. This oversight inevitably underestimates the dynamic responses of the pavement system, particularly for those constructed on soft soil foundations. To address this limitation, this study presents a semi-analytical Green’s function framework for solving the dynamic responses of layered pavements under variable-speed moving loads. In this framework, the effects of acceleration and deceleration are explicitly incorporated by representing the variable-speed characteristics of the load using a Dirac delta function. Subsequently, the obtained stress fields are integrated into a dynamic shakedown theorem framework to assess the long-term performance of layered pavement systems. Providing a typical B777-300 aircraft model as an example, the influences of variable-speed traffic loads (i.e., braking force and acceleration) on dynamic responses and bearing capacity limits of layered pavement are thoroughly investigated. The results indicate that braking force and acceleration induce a significant depth-dependent amplification of dynamic shear stress, with a maximum increment exceeding 30%, which substantially contributes to premature pavement failure. Moreover, neglecting the acceleration effects of aircraft loads leads to the overestimation of the shakedown limit, thereby compromising the long-term service performance of pavement systems in the airfield.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101916"},"PeriodicalIF":5.5,"publicationDate":"2026-01-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146189861","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}

{"title":"Damage mechanism of double-block ballastless track on subgrade under coupled complex loads","authors":"Xuhao Cui ,&nbsp;Yapeng Liu ,&nbsp;Bowen Du ,&nbsp;Hong Xiao ,&nbsp;Lei Xu ,&nbsp;Zhihai Zhang ,&nbsp;Yang Wang","doi":"10.1016/j.trgeo.2026.101912","DOIUrl":"10.1016/j.trgeo.2026.101912","url":null,"abstract":"<div><div>When CRTS I double-block ballastless track is subjected to coupled loads such as differential subgrade settlement (DSS) and temperature gradients (TG), its mechanical response is significantly affected, making it difficult to guarantee railway operational efficiency and safety. This study established a detailed finite element model of the CRTS I double-block ballastless track on subgrade, which integrates the concrete damage plasticity model and the cohesive zone model. With DSS and TG taken as initial conditions, the changes in track geometry and structural damage before and after the application of train loads were examined. The findings indicate that under the influence of TG and DSS, damage to the supporting layer initiates at the lower surface, while the initial damage location of the track slab is influenced by the positive or negative nature of TG. When the negative TG acts together with DSS, more severe structural deformation and damage occur. Under negative TG, the maximum vertical rail deformation and the settlement threshold corresponding to full damage of the supporting layer are 1.57 times and 80% of those under the positive TG, respectively. The application of train loads further accelerates the progression of damage and deformation in the track structure, decreasing the settlement threshold for complete damage under the positive TG from 25 mm to 20 mm, while the maximum rail deformation increases by 33.1%. This study provides a theoretical basis for damage identification and the refinement of settlement control criteria for ballastless tracks in complex loading environments.</div></div>","PeriodicalId":56013,"journal":{"name":"Transportation Geotechnics","volume":"58 ","pages":"Article 101912"},"PeriodicalIF":5.5,"publicationDate":"2026-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146080583","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}