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Vol 34 • 2 Vol 34 • 3

Published Research PapersFiltered: Year 2026 • Vol 34 • 2

Showing 10 of 21 peer-reviewed papers with full Graphical Abstracts.

Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00407-2• Jan 15, 2026

Punching test for mechanical characterization of asphalt railway sub-ballast

Authors: Aldo La Placa, Federico Autelitano, Felice Giuliani

The adoption of asphalt sub-ballast layers in high-speed and high-capacity railway lines has gained traction across Europe and the United States, driven by structural, functional, and economic advantages. However, current mechanical characterization methods, inherited from road paving practice, fail to capture railway-specific interactions, particularly the ballast/sub-ballast interface and the granular behavior of the overlying unbound layer. This study introduces a novel punching test employing an adaptive indentation plate (AIP) to replicate the contact between ballast particles and the sub-ballast. Cylindrical asphalt specimens (150 mm diameter) were subjected to vertical point loads via the AIP at temperatures of 5, 20, and 35 °C and deformation rates of 5.08, 25.4, and 50.8 mm/min. Two asphalt mixes compliant with Italian sub-ballast standards—one with conventional B50/70 binder (SSB) and one with polymer-modified PmB 45/80-65 (HSB)—were tested to validate the procedure. Force–displacement curves revealed three interaction phases, and key parameters such as peak force (Fmax), displacement at peak force (uy,*), force at 1.5 mm deflection (Fu,1.5), and secant slope (m) between 1.25 and 1.75 mm were extracted. Results demonstrate that the punching test effectively evaluates resistance to plastic deformation and indentation behavior, offering insights beyond existing specifications. The lowest deformation rate (5.08 mm/min) best captures viscoelastic properties. This methodology provides a valuable tool for assessing bituminous sub-ballast performance under simulated railway interface conditions.

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Punching test for mechanical characterization of asphalt railway sub-ballast

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00379-3• Jan 15, 2026

Dynamic Models and Analysis of Key Factors Influencing Stick–Slip Vibration in Disc Brake Systems

Authors: ZHOU Hangyu, WANG Zhiwei, WANG Quan, MO Jiliang, ZHAO Chunguang, WANG Kaiyun

Stick–slip vibration in disc brake systems at low speeds arises from the interaction of multiple factors, posing persistent challenges for high-speed train safety and passenger comfort. This study establishes three- and four-degree-of-freedom (DOF) dynamic models that incorporate wheel–rail adhesion and nonlinear friction, validated through line testing. System stability, stick–slip bifurcation characteristics, and key influencing factors are analyzed via numerical simulation. Results demonstrate that the four-DOF model, by accounting for normal motion, avoids the over-evaluation of system stability inherent in the three-DOF model. In the three-DOF model, tangential stiffness is the primary factor inducing chaotic stick–slip vibration. In the four-DOF model, tangential stiffness predominantly affects vibration amplitude, while normal stiffness governs the onset of chaos. Damping exhibits minimal influence on chaotic stick–slip occurrence. Optimal parameter ranges are identified: brake disc rotational inertia of 5–9 kg·m² and 11–22 kg·m², and friction pad mass of 7–17 kg, which effectively mitigate chaotic stick–slip vibration. These findings provide quantitative guidelines for brake system design, enhancing operational reliability and reducing wear-related failures in high-speed rail applications.

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Dynamic Models and Analysis of Key Factors Influencing Stick–Slip Vibration in Disc Brake Systems

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00385-5• Jan 15, 2026

Acoustic characteristic optimal design for railway steel–concrete composite bridge based on the RBFNN-NSGA-II algorithm

Authors: YUAN Yao, LI Xiaozhen, CHENG Yifan, HE Haonan, YANG Zhichao, JIANG Xihao, WU Di

Structure-borne noise from railway steel–concrete composite (SCC) bridges presents a persistent challenge due to high sound pressure levels across both low and high frequency ranges. This study establishes a hybrid finite element–statistical energy analysis (FE-SEA) numerical model to predict acoustic radiation from an SCC bridge. Field measurements validate the model with discrepancies of only 0.4 dB and 1.1 dB in overall sound pressure levels. Using uniform design sampling, a high-accuracy radial basis function neural network (RBFNN) surrogate is trained to map cross-sectional parameters to acoustic and cost objectives. The non-dominated sorting genetic algorithm (NSGA-II) then performs multi-objective constrained optimization, generating a Pareto frontier for sound power level (SWL) and material cost. The technique for order preference by similarity to an ideal solution (TOPSIS) selects the optimal parameter combination, achieving a 5 dB reduction in SWL and a 23.9% decrease in material cost. These results demonstrate that strategic cross-sectional adjustments can simultaneously mitigate noise and reduce expenditure, offering a practical framework for acoustic optimization in railway bridge design.

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Acoustic characteristic optimal design for railway steel–concrete composite bridge based on the RBFNN-NSGA-II algorithm

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00401-8• Jan 15, 2026

A modular simulation tool for fixed block and moving block railway signalling systems

Authors: M. Barbaro, I. La Paglia, L. Bernardini, G. Bucca, R. Corradi, M. Bocciolone, A. Collina

This paper presents a time-based modular simulation tool implemented in MATLAB® and Simulink® for evaluating fixed block (FB) and moving block (MB) railway signalling systems. The simulator integrates the Radio Block Centre (RBC), On-Board Unit (OBU), vehicle longitudinal dynamics, and a driver behavioural model to replicate realistic train operations. Two case studies are conducted on a main railway line with twelve stations, involving a leading and a trailing train with identical mechanical characteristics. An unexpected departure delay of the leading train at the fifth station reduces the headway, forcing the signalling system to intervene. Simulation A employs identical driver parameters for both trains, while simulation B assigns an aggressive and less responsive driver to the trailing train, resulting in a more pronounced signalling action. Results indicate that MB signalling reduces the trailing train's travel time by 70 s (2.5% of total time) compared to FB, albeit with a more jagged speed profile due to frequent activations. The authors caution that these findings are limited to the two case studies and that a comprehensive parametric investigation is necessary for generalised conclusions. The tool aims to reduce on-site testing of railway signalling systems by providing a flexible platform for scenario analysis.

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A modular simulation tool for fixed block and moving block railway signalling systems

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00388-2• Jan 15, 2026

Investigation on the Rolling Contact Fatigue Cracks Initiation of Subway Fixed Frogs Based on Transient Dynamics

Authors: Zheng Zhaoguang, Dong Zhiguo, Hu Jiayi, Xu Jingmang, Wang Kai, Wang Ping

The escalating traffic density and operational speeds of subway systems have intensified fatigue damage in turnout rails, particularly within the hazardous space of fixed frogs where wheel–rail dynamic interaction is exacerbated. This study addresses the rolling contact fatigue (RCF) crack initiation behavior of a No. 9 turnout fixed frog, a configuration widely deployed in subway networks. A three-dimensional explicit transient rolling contact finite element model was developed to simulate wheel–rail interaction under varying vehicle speeds and fastener vertical stiffness conditions. The analysis focused on crack initiation locations, angles, and fatigue life. Results demonstrate that the 30 mm top width cross-section of the nose rail is the most susceptible to fatigue cracking, with cracks initiating on the rail surface. The angle between the crack initiation surface and the lateral direction ranges from 70° to 95°, while the angle relative to the vertical direction remains difficult to predict. Higher vehicle speeds significantly reduce fatigue life, whereas fastener vertical stiffness exerts a minor influence. The calculated RCF crack initiation life is approximately 24,000 cycles across three stiffness conditions. Simulation outcomes align with field survey findings, validating the model's fidelity. The established methodology provides theoretical support for optimizing fixed frog structures and predicting fatigue life in subway turnouts.

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Investigation on the Rolling Contact Fatigue Cracks Initiation of Subway Fixed Frogs Based on Transient Dynamics

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00395-3• Jan 15, 2026

Performance-based comprehensive functional damage probability assessment framework for high-speed railway bridge under earthquake

Authors: ZHOU Gaoyang, ZHU Zhihui, ZHENG Weiqi, TANG Yongjiu

Current seismic damage assessments for high-speed railway (HSR) bridges primarily focus on overall structural safety, lacking evaluations from multiple performance perspectives, which affects post-earthquake traffic decision-making. This study proposes a performance-based comprehensive functional damage probability assessment framework for high-speed railway simply supported bridges (HSRSSBs) under earthquakes. The framework categorizes bridge functions into three levels: post-earthquake traffic function (PTF), structural bearing function (SBF), and collapse resistance function (CRF), corresponding to operational, structural safety, and structural integrity requirements, respectively. By analyzing damage states of key bridge components during earthquakes, functional damage probability assessment indicators and classification thresholds are established according to various performance requirements. Damage probability calculations are conducted using the probability density evolution method and vulnerability method. Based on the relationship between damage probabilities at different functional levels, a comprehensive damage probability assessment framework considering the three-level performance requirements of HSRSSBs is developed, and the influence of varying pier heights on the functional damage probability relationship is examined. Results indicate that current HSRSSB designs meet all performance requirements under frequent earthquakes. Under design-level earthquake conditions, the SBF remains in a slight damage state, while the PTF exhibits varying degrees of damage, which worsens as pier height increases. The pier structure satisfies seismic demands even under rare earthquake conditions.

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Performance-based comprehensive functional damage probability assessment framework for high-speed railway bridge under earthquake

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00389-1• Jan 15, 2026

Numerical study on aerodynamic noise reduction of high-speed pantograph using base-frame fairing

Authors: SHI Jiawei, ZHANG Jiye, LI Tian

A hybrid improved delayed detached eddy simulation (IDDES) and Ffowcs Williams–Hawkings (FW-H) acoustic analogy framework is applied to quantify the aerodynamic noise mitigation potential of base-frame fairings on a high-speed pantograph operating at 400 km/h. Two fairing configurations—solid and perforated—are evaluated without altering the pantograph's bottom structural architecture. The solid fairing effectively shields the base-frame and suppresses flow separation at the pantograph bottom, yet it introduces flow deflection and acceleration that elevate noise generation in the top and mid regions. A previously underreported self-noise mechanism is identified: wake impingement from unshielded insulator beams onto the fairing side surface generates high-amplitude pressure fluctuations, compromising net noise reduction. Smoothing the insulator beams mitigates this effect. The perforated fairing outperforms the solid variant by providing an additional airflow pathway through small holes, which reduces lateral and upward flow acceleration and promotes wake vortex suppression. Airflow ejected from leeward holes pushes vortex structures downstream, forming a stable, low-fluctuation region near the fairing tail and significantly reducing dipole source strength. Aerodynamic drag is reduced by 21.8% with fairing installation, though lift fluctuation of the strip is exacerbated by flow deflection. These findings establish perforated base-frame fairings as a superior noise-control strategy for high-speed pantograph systems.

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Numerical study on aerodynamic noise reduction of high-speed pantograph using base-frame fairing

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00405-4• Jan 15, 2026

Computational methods to predict RCF crack initiation hot spots in rails using critical plane SWT damage indicator parameter

Authors: Jonathan Leung, Saeed Hossein-Nia, Mårten Olsson, Carlos Casanueva

Rolling contact fatigue (RCF) crack initiation in rails remains a critical failure mode under increasing axle loads and line capacities. Existing predictive methods struggle to capture the combined influence of fluctuating creepage, contact positions, and load spectra on crack location and orientation. This study proposes a computational framework integrating multi-body simulations (MBS), finite element analysis (FEA), and critical plane approaches. A novel multi-variable sampling technique reduces complex loading spectra into representative traction profiles, which are then analyzed using the Smith–Watson–Topper damage indicator parameter (DIPSWT). The maximum DIPSWT identifies the critical plane and potential crack orientation. A case study on the Swedish heavy haul line Malmbanan, specifically a 384 m section of a R=450 m curve, incorporates measured traffic and loading conditions. Results show the highest DIPSWT for the locomotive with loaded payload configuration, reaching a cumulative maximum of 3.84×10−8 at 38.59 mm from the lower gauge face corner. The DIPSWT critical plane orientation (35–37° to rolling direction, 33–44° to rail surface) aligns with experimental measurements of RCF cracks near the gauge corner. This method enables efficient identification of RCF-prone conditions and crack orientations, complementing existing predictive tools.

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Computational methods to predict RCF crack initiation hot spots in rails using critical plane SWT damage indicator parameter

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00381-9• Jan 15, 2026

A Full Information Expression Model for Track Irregularity Based on Stochastic Harmonic Functions in Vehicle–Turnout Structure Stochastic Vibration Analysis

Authors: Xueyang Tang, Xiaopei Cai, Jingmang Xu, Fei Yang

Turnout irregularity governs the stochastic vibration response of vehicle–turnout coupling systems, yet frequency-domain models that preserve the statistical characteristics of each frequency point remain scarce. This study establishes a turnout irregularity full information expression model (TIFIEM) using stochastic harmonic functions (SHF) and applies it to vehicle–turnout stochastic vibration and reliability analysis. Spectral estimation trials identify the Hamming window with a 4096-point window length as optimal for turnout irregularity power spectral density (PSD) estimation, and a fifth-order polynomial is recommended for PSD fitting with minimal error. The TIFIEM reproduces randomness in amplitude, frequency, and phase; a sample size of 250 irregularity realizations minimizes the root-mean-square error against the target spectrum. PSD amplitudes at distinct frequency points follow a Chi-square distribution with 2 degrees of freedom. Application to a No. 18 turnout at 300 km/h identifies the straight switch rail 3–7 m from the switch rail tip and the point rail 53–54 m from the tip as the most wear-susceptible regions. The reliability of the vehicle–turnout structure at the crossing panel decreases to 95.8%, indicating that these zones warrant prioritized inspection.

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A Full Information Expression Model for Track Irregularity Based on Stochastic Harmonic Functions in Vehicle–Turnout Structure Stochastic Vibration Analysis

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Original ResearchVol 34, Issue 2 • pp. 100-112DOI: 10.1007/s40534-025-00394-4• Jan 15, 2026

Bayesian multivariate track geometry degradation modeling and its use in condition-based inspection

Authors: Huy Truong-Ba, Sinda Rebello, Michael E. Cholette, Venkat Reddy, Pietro Borghesani

Track geometry degradation due to repeated loading directly compromises railway operational safety and consumes substantial maintenance resources. Existing degradation models are predominantly univariate, neglecting correlations among geometry indicators and the stochastic effects of imperfect tamping. This study formulates a multivariate Wiener process to capture the joint evolution of longitudinal level, alignment, gauge, cant, and twist. A hierarchical Bayesian framework with Markov Chain Monte Carlo simulation is employed to overcome data scarcity and quantify parameter uncertainty. The model explicitly accounts for imperfect manual and mechanized tamping by incorporating random recovery magnitudes. Validation uses actual track recording vehicle data from a commuter line in Queensland, Australia, with independent test datasets. Results demonstrate that the multivariate model yields more accurate degradation predictions than independent univariate models, particularly for correlated indicators. The model is then applied to derive a condition-based inspection policy that reduces the number of track recording vehicle runs while maintaining predefined abnormal detection levels and failure rates. This research provides rail operators with a quantitative tool to optimize inspection and tamping schedules, balancing risk against resource expenditure. The approach is adaptable to global rail networks with sufficient track geometry data, though environmental and operational covariates require further integration.

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Bayesian multivariate track geometry degradation modeling and its use in condition-based inspection

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